Need 3.3 rear end?

 

Oh, well that's a valve/seat issue then. I'd be curious what seat width he was running on the intakes, and where the seat was making contact on the face of the valve (outer edge, middle, inner edge). That's likely the problem if the intake valves are tightening up.

 

Since everything is getting changed for next year. I'll do something I have NEVER done before.

Here is an old dyno graph....

 

Oooh. I like that torque curve.

 

Eric, is that your before-cams motor or after-cams motor?

 

I don't remember.

But then again.....everything is getting changed this winter. New blower, new head, new short block, new fuel system......Like literally.....everything.

 

Ooh fun. What details can you share. Same blower? Something besides a VVT head?

 

that is one really stout powerband, very nice

 

I know a little about it, not sure I can post it though. Not a VVT head though I know that. But now you see why I'm trying to get my whipple setup working correctly.

 

Yea, I'm not posting any specific details about the new setup. Sorry :(

The car won the Pro Solo Championship by a healthy margin and finished 3rd at Nationals only .094 second out of first, with 1 cylinder over 80psi down on compression.

So I'm hoping to make it better, stronger and faster this winter.

 

Is some of this David's old set up?

 

No

 

holy flat torque curve! I needed a 4.778 rear end and 8600 rev limit to avoid shifting and to attempt staying in my torque band for coming off corners.

 

Bob if the courses keep going the way they're going you might just want the 4.3 and my turbo. I needed about 8 more mph without otherwise changing my car to be happy on the plane side course.

 

8 more MPH???? Does your car go less than 70 as it is?

 

Sixty Nine, very nice.

 

Haaaaaa.

 

At 8600 rpm my car would do ~73 MPH in second a 6 speed with a 3.636 would do ~71. It's well off the end of my power curve however but it will go that fast. The problem was the Plane side course had pretty much no slow spots it really wasnt much of a power course CSP cars would have been towards the front of SSM on that course. I was going to try 3rd gear on my second run because the Quaife is close between second and third it would have still been on torque for all but one turn. Broken throttle spring on a Skunk 2 throttle body DNF'd that run however at the first lift spot. With the mad rush and panic to re-bend the throttle spring and make it work to get my last run I decided to not try it again. Last run was fast but with one too sideways moment that probably cost me 3 spots in the trophies. Didn't actually hit the rev limiter but a lot of time was spent deep in the revs past the sweet spot of my power curve.

 

The run where I nailed the first turn around I was on the rev limiter at the first offset coming back towards the stands. After the turn around by the stands I was take it or leave it on the higher rev limiter and I think if I ever could have gotten the turn correct in the back left corner of the course I'd have been on the limiter on the back section longer than the "straight" too. But yeah that course was a whole lot of drive my car like its in CSP, floor it and turn the wheel and brake for the pin turns.

 

I think Erics flat torque curve would be easier to drive. my car becomes more driveable only by gearing it to stay away from the rapid torque rise portion of the curve. I have no traction control ABS or launch control. Eric has all of that. Need to come off slow corners at about 4000 rpm or better or throttle control is much more like the throttle cable is a sticky stretchy rubber band. Having said that I think the area under the used portions of our two curves arn't that much different. If I drove my car on a road course track for 20 minute sessions with the boost turned up like that it might not live much longer than his but if I turn it down about 50-60 hp it's reasonably reliable.