my nailhead is doing 21 mph between 1/8 mile and 1/4 mile. looking at others time slips 21 mph is average. so i dont think it is really falling on its face. Walt, do you still have the times on that run when you did the video at the track or Rhett too has time slips, anyone else ? might help to see the different times and combos.
The 6 speed would need a reeaallly deep rear axle to even use 5th and 6th, so the if still referring to a stick the question reverts to 'would it do better with a 4 spd manual?' (4th is 1 to 1 in both).
With the 4.11 rear I had a bunch of 13.6 runs, typically 79 mph @ 1/8 mile and 98 at the 1/4...... so 19-20 mph difference. The 13.41 run was 81.1 @ 1/8 and 101.8 @ 1/4.... +20.7 mph. Revs are around 5500, looks like mine is slowing down at the top end compared to yours. 60 fts were in the 1.9's It's been a looooong time since my last pass down the 1/4. I gotta get back out there some day. I just put 3.42's in the rear, wonder how they'll do.
20- 20.7 mph would fall into the normal avg. cant remember were you running slicks, if not were you spinning a lot ?
A little late but, I have been involved with two different cars running high 11s to 12.0s on their way to being faster: In 1993, we had a Buick 455 in a 1967 GS weighing 3900 lbs including driver with mildly ported Stage 1 heads, Ross forged pistons (10.25:1 compression actual) a Hemi-killer cam, an SP1 intake, an 850 Holley, KB 1 7/8" headers and 2.5" dual exhaust. It had a fixed pitch 10", 3400 RPM stall converter in a TH 400 with 2.48:1 first, 1.48:1 second and 1:1 third gear ratios. The rear end ratio was 3.55 and 26" Hoosier Quick Time rear tires were used. It consistently ran between the 11.8s and 12.0s depending on the weather. It would come across the line at about 5500 RPM. A typical run would be as below: 60 ft--------1.77 330 ft-------4.96 660 ft-------7.66 MPH 660---90.50 ET----------12.01 MPH--------113.17 In 2005, we already had the 2003 Mustang Cobra convertible for two years. It had moved from the mid to high 12s (with some occasional and shameful 13s) down to the high 11s or low 12s with supercharger porting, an undersized supercharger pulley, a better (free flowing) catback exhaust, a larger heat exchanger and a computer reflash for that exact package. This is a 281 CI (4.6L) iron block with a factory forged 8.5:1 static compression rotating assembly topped at the factory with a 1.8 liter Eaton supercharger. The transmission is a six speed Tremic T-56 (only four gears used at the track as our Olds or old F85 guy described above) with 2.66:1 first, 1.78:1 second, 1.30:1 third, 1;1 fourth 0.80:1 fifth and 0.63:1 sixth gear ratios. The rear end gear was also 3.55 with 26" MT Street Radial tires in the rear. It would run between the 11.7s and 12.0s depending on traction, driver shift quality, and weather. It chassis dynoed at 465 RWHP and 485 RWTQ in this exact configuration and weighed in at around 4100 lbs with the driver. It would cross the line at the end of the quarter mile at about 5300 RPM. A typical run follows: 60 ft--------1.86 330 ft-------5.07 660 ft-------7.74 MPH 660---93.39 ET----------11.97 MPH--------114.07 I think that Joe could use a similar 6 speed transmission to gain greater mechanical advantage by using more transmission gears, a 4.30 rear gear and 28" tires. If he were to cross the line around 6000 RPM using the above configuration in 4th, he would be at close to 116 MPH almost guarantying a mid to high 11. Yet, at 2500 RPMs in 6th gear he would be cruising effortlessly at close to 77 MPH. That is the real true beauty of the 6 speed. Cheryl
Hell! I got timeslips! The jumbled chart below represents the three best runs from my 3 favorite cars - You might recall the 65 is pretty stock (and tired) with a Q-Jet, a manifold that Bob "looked" at and solid lifters with Tom's rockers. The 73 is a stock 100k Stage 1 with an un-degreed C118 cam, B4B and headers, the 71 is the pretty much the same except small valves, low compression but with a Performer, headers and a degreed custom ground "C115" . All are running on street radials (the 65 and 73 on whitewalls!) and the 71 and 73 need about 150-200 lbs ballast in the trunk to 60 ft, which is represented in the race weights. the 73 and 65 are switch pitch cars. car 65 73 71 60 2.10 1.89 1.91 330 6.00 5.54 5.34 1/8 mile 9.28 8.64 8.25 1/8 mph 74.63 78.78 84.11 1000 12.12 11.37 10.79 1/4 mile 14.52 13.67 12.96 1/4 mph 93.88 97.84 103.99 gear 3.42 3.42 3.73 race weight 3950 4300 4100 1/8 vs 1/4 diff 19.30 19.06 19.88 I was surprised that while all three are good running cars, I don't break into the 20 mph gain range with any of them. I was also surprised that the 65 gains top end better than the 73 and almost as well as the 71. So it's not falling on it's face, but I have opportunity to shift my power curves to bring in power later....more on that in a second... And Walt, I really like the 3.42's on the strip. The cars still 60 ft respectably, dont need drag radials and I'm not running out of RPM with stock motors...
Looking at my five fastest slips, the 1/4mi to 1/8mi MPH differential ranges from 18.73 to 18.97mph, with a consistent 1.83 60ft. Fastest ET was 13.13 at 101.2mph. Not exactly an apples to apples comparison, as I weigh a lot more and am not NA. I'll have to dig out some old NA slips to compare, but I'd imagine in my case the differential gets worse.
Talked to Don the other day and he was averaging 1.61 on the 60ft. His best 60ft was in the high 1.50s, but I cant recall what the exact time was.
thanks Johnny. real nice 60ft. with his 4.56 gear @ 113 MPH he was crossing the traps some where near 6000 RPMS. that motor sure was making some power. :TU:
At the end of the 1/4 a few times the rev limiter started coming on at, I believe, 6600RPM's, but never really an all out 6600 as it was just starting to falter, so probably closer to 64 or 6500.
