dr_hunt

I don't know how to do that and the airflow files I have are for the AFR 210. But with the 302 your looking at 505HP at 7500rpm peak, and 409 tq at 5500. The 383 with the same parts is 519HP at 6500 and 476 TQ at 5000. Both are with long tube headers with mufflers, 750 carb and single plane manifold. I'm sure that the AFR180's will be down on that power and TQ somewhat.

1 mile to the gallon, no showing off, simple 5 mile drive one way to a buddies house to let him listen to the motor. Never broke 45 mph. Oh, thats on alcohol, but still, seems like great mileage to the shah of Iran.

No, I'd go with a custom ground solid that has some duration and not alot of lift, otherwise it'll be hard on valve springs in the long run on the street. I doubt if you could get AFR's on a budget, but if you wait (key here is patience) then it'll happen and you'll be much happier in the long run and I think Grumpy is pretty on with his recommendation on parts. Rollers on the street or solid, both will need valve adjustment. You aren't going to get hydraulics to go 8K cause they won't handle the spring pressure required to have stable valve train at that rpm. So if your not willing to go that route, why don't you shoot for 7K which is more doable IMO even with hydraulic cams.

Build the 302. Wait, do it right, don't rush, don't settle for less than what you want or you'll wish you had waited IMHO. Spinning a 302 8 grand is calling for out of the norm build anyway. Streetable, yes it could be but your going to need relaible valve train so your looking at titanium retainers and roller valve train with 7/16 studs IMO. IMO I'd look for a solid lifter or roller cam that didn't have alot of lift but had more duration like 250 deg at .050 to get you to 8K. In fact I'd probably get a custom ground solid for the budget and run a stud girdle. Get some good flowing heads although the 302 works well with camel iron heads since there isn't that much cfm of air moving, but it will work better with better heads. When you get cams with duration over 240 at .050 the dynamic compression is lower so you can run more static compression. You'll find that the engine will make more power on today's gas if you don't run domed pistons but instead use the 49 cc chambers that can be had on World Products heads, which is what I'd probably use in your application. But if you have domes, then use a diffferent chamber of the new design because they have better flame propagation characteristics than the old GM heads. Domes interfere with flame travel and you'll probably find that more advance timing is needed to obtain good power than you would with no domes. Anyway, I'd bet that 327 is a cast crank, had guide liners in the heads, old wore out valve's, old springs shimmed to 80lbs, cast 327 crank, 2 bolt 350 block, .420 lift hyd cam, new stock rod bolts, and be lucky to see 6K and stay together very long. But that's just my opinion.

Yeah, it is a torco converter which is Art Carr. Guaranteed to 1200HP, spragless for $650 delivered. We'll see, I'm still thinking on what stall would work. The z has a glide and you can use alot more stall with a glide, so 4500 wouldn't be out of the question.

I'd go 9 to 9.5:1 cause the cam is so small otherwise you'll be buying the expensive fuel. I'd go 9.8 if you had a bigger cam, say .470 lift and around 230 at .050. With inflation that $.02 is now worth $2 which still won't buy much!

Well, when your at my altitude and your running 10.40's on motor in the z and 11.70's in the Monte SS there ain't crap on the road that can keep up, so my list is NSX, Vette's, Vipers, DSM AWD's, and haven't found a bike yet that can keep up. No stories, just carnage!

Well, I'm living life like there is no tomorrow, that is for sure, but corzette is fronting me all his big bucks cause he can only spend and can't use, then when I die, he gets it all back, right Terry?!!!!. That Terry, you guys ought to see what he's got planned for you all! Yeah, comp cam help guys took awhile to pick the cam, I think they have software to make cam recommendations. I bet it took 15 minutes for them to recommend something. I'm going to try the polymer timing gear or perhaps I should order the cam with cast gear. Decisions. I'm picking up an aluminum timing cover, MSD 6 BTM, coil, rockers, etc. this week. Then I'll measure for pushrods and get some of those. I'll have to order the converter next week. I'm thinking 4K stall or 3500 stall.

Yeah Hanns, I'm finally putting the engine together. Still need alot though. I need roller rockers, pushrods, MSD6BTW, Fuel pump and boost sensitive regulator, replumb the turbo's from manifolds to turbo to raise them for valve cover clearance, plumb the oil pan for drain back lines, gauges, custom converter. Still looks like it's $2K from a reality though, so it'll be a couple of months before that gets done.

I had bought the comp cams blower/Turbo grind cam .575 lift 255/262 duration at .050 and the new endurex solid roller lifters for the twin turbo motor. Took the rotating assembly to Edwards today to have it balanced and have the AFR 227 heads flat milled for a good sealing surface. The AFR heads have roller springs, 220lb on the seat and about 580lb open, good for .670 lift along with titanium retainers, which is their standard spring and optional retainer package. The Comp roller cam I got is on a cast iron core, more of a street blower/turbo grind. The spring package that it calls for has significantly less seat pressure and over the nose pressure 155lb seat 419lb open. Hanns was grumbling over the my unfair use of excessive cam, so since I am illegal anyway I have a decision to make. I was told that the extra spring pressure would cause the cam to fail (duh), so I have the choice of Option A; ordering new springs $159 plus retainers $100, and locks $?? for a total of probably $300. Option B ordering custom ground billet solid roller for $325 and keeping current spring/retainer setup. When talking to Comp would be a 244/254 dur at .050 and a .615/.630 lift roller on a 114 LSA. This is supposed to be tailored more for the airflow characteristics of the AFR heads vs. stock GM heads is what I'm told so I really need less duration to achieve the same results. That is a little more lift, less duration which I would think would help the bottom end. My choice is the custom roller, what do you all think Hanns included?

Good news norm, keep us posted. We have racing to do!

That'd be a full boogie 5.7L motor then. What's the build going to be?

Run 15 inch wheels if you can find some that fit, they really help putting down contact patch. Those are strut cars are they not? Need some stiffer spring on the right front for sure.

With two members running N/A motors altitude corrected in the 8's and 9's, one of them being myself, I have to ask why do you want to go TT 427 cubes since that combination is surely capable of 1200HP? Are you my evil twin?

Trash can, can somebody find a trash can please. Bleh, bleh, bleh, bleh, bleh, comes to mind.

Terry, Your missing an opportunity. The more weight you gain is just an excuse for the wife, which will allow you to spend more time in the shop, working out and building more motor, so you can go faster. When she walks in drop the wrenches would you. Then those punk rice boys will get to say some big guy just waxed me in that ol' beater z. Not to mention that you'll be able to tell the wife that those rice boys are catching up and you need boost on the V8 z to get back into the game. Ha-Ha

Norm, sorry to hear about your health, unfortunately I lost somebody last week, started as the same thing in July '05. She went to get glasses, didn't help, blurred vision, double vision, turned out to be a Glioblastoma tumor in the brain stem, unoperable and the prognosis sucks. Better get it checked out, they though MS with her as well. $4K is cheap, might check about using the dye's, makes tumors show up better.

Have a good one, and have one on me! David

I'm with mike. A case in point that I've witnessed is a blown 454 powered tube chassis vega turning 10.60's @125mph, where my boys little z turns 10.45's on motor alone. And they are probably comprable in weight! So that blown 454 is only putting down about 400WHP, but it looks impressive especially with the dual carbs and all. I wouldn't be suprised if that car only puts down 300WHP but with such a short wheelbase would be difficult to handle. Another case in point is Joe Saavedra who had a blown 355 sbc with pro ported dart 2 iron heads on alcohol in a 220" dragster with a glide in the southwest supercharger series. He has run 6.90's at 200+mph and he runs detuned 7.70's at 175 all day. He's running a .630 lift custom blower roller grind and turning 8500 rpm. Do the calculations on HP for an 1800lb dragster running 175mph, works out to about 753 HP by mph, and 779 HP by ET. Pretty impressive for a blown SBC. His engine builder claimed 1200HP with 22% OD on blower and the 6.90 timeslip shows a little better than that! He flipped the car and the motor is for sale now and can be had for 10K. It seems that roots blowers can be easily outdone with turbo's in a more street friendly version or by the centrifugal charger folks as well since I've seen several turbo cars on the chassis dyno's put down 1200WHP!. Don't the procharger people have a compact mounting system? I think they have also put down some impressive numbers as well. It's technology folks, gets better all the time!

Reverse rotation engines are old news, been around for 40+ years, check Smokey Yunick's books. I know that Isky makes reverse rotation cams and gear drives. Starter is about the only issue.

I think Jap tin has the HP award since he's running low 8's in the quarter, all motor. Turbo's are another deal, Scottie and Hans get my vote there running 9's and low 10's. NOS is yet another kettle of fish, several in the 10's. Then there's superchargers and JNJ racing has that pretty well covered running high 8's and low 9's regularly. Interestingly enough the fastest z I've ever seen or heard of is SBC powered and all motor. It won't be long though until the LS1's and new LS7's are in the 9's, I just don't think anyone has 1. either got theirs running or 2. started the project yet. But it's all a function of $$$$$ and knowhow!

Look, it was me and a girlfriend out on a hot date and my wife caught us with my boy in the back. Now she is sueing for divorce, put this photo on the internet and you guys are making fun of me. I'm hurt!

If I'm understanding you correctly, your in the wrong forum entirely. I like the sunbeam's, nice cars, can be made to be fast. Should be an interesting project.

Grumpy's right, secure a set of eagle rods, keep the rpm's under 5500 and let the tire frying begin. BTW, I have a 1967 Pontiac GTO 325HP 400 with matching TH400 for sale, completely rebuilt by Al Budreaux former crew member of Sox and Martin, 200 miles on it, been sitting for years, probably needs disassembly and reassembly only. I'd take $700 for the whole thing. It has original high rise and carter 4bbl and I have an edelbrock high rise dual plane and edelbrock carb made for it as well, both would go with it. Also have pontiac headers NIB for the GTO as well, don't know if they'd fit the z.

Well, John C, summed it all up without saying a word, I think it was a hint.