1987 Turbo IROC project.
#53
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#54
ive heard in the past that the hole in the block where the fuel pump mounting boss would drain to is too restrictive to use as an effective turbo drain. Im personally welding fittings into my oil pan.
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Originally posted by jon_volk
ive heard in the past that the hole in the block where the fuel pump mounting boss would drain to is too restrictive to use as an effective turbo drain. Im personally welding fittings into my oil pan.
ive heard in the past that the hole in the block where the fuel pump mounting boss would drain to is too restrictive to use as an effective turbo drain. Im personally welding fittings into my oil pan.
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Car: 1992 B4C 1LE
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you can do it like procharger and vortech suggest, no leaks and no welds.
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If you look at the picture you will find two holes. One big hole in an upward slope to the cam and that is for the fuel pump arm. Then there is a smaller (3/8 " ?) drain hole at the bottom with a down slope.
It does not matter if the oil level is above the drain hole as long as the level is not abobe the hole from the turbo drain. Because of the big hole the turbo will still be vented to crankcase pressure.
It does not matter if the oil level is above the drain hole as long as the level is not abobe the hole from the turbo drain. Because of the big hole the turbo will still be vented to crankcase pressure.
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The intercooler is ready.
Air-filter.
And a few more.
More pictures: http://jobyteknik.homeip.net/fredrik/Camaro/2004-02-17/
Air-filter.
And a few more.
More pictures: http://jobyteknik.homeip.net/fredrik/Camaro/2004-02-17/
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Car: 89 Camaro IROC-Z
Engine: Intercooled Twin Turbo LQ4
Transmission: Tremec TKO 600
Turbos are just cool. I really enjoy seeing how other people fab thier systems- it gives me a lot of ideas. Very nice set-up!
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Car: 02 redfire gtp coupe
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nice job, been thinking about turbos for a while. with the clean job you guys are doing you should start selling prefabbed kits
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Transmission: TH400
Originally posted by 83 Crossfire TA
With Respect To
The "small one" should be good for about to 1000hp (at the crank). At 300-350hp you'll be butting up against the surge line fairly often. Unless you got _really lucky_ you've probably get a 22cm^2 turbine housing also which I would be surprised if it would spool well on something that mild (there are 18 and 19cm^2 housings available but as far as I know they are rare everywhere but Australia and the middle east)
I've got a small HX50 and a small HX55 here (which happens to be identical dimension wise to the large HX55 with a different housing camping arrangement) as well as an HX40/H1E (it started as an H1E which is almost identical to the 40 and while rebuilding it I used the HX40 parts that were different from the H1E, so it might as well be an HX40 now). One of my current projects is a single setup that will work with any of them and I'll probably just use the H1E till that proves to be too small (it should top out somewhere just short of 800hp, so that's not that likely any time soon, at least not on a stock, L98 long block)
With Respect To
The "small one" should be good for about to 1000hp (at the crank). At 300-350hp you'll be butting up against the surge line fairly often. Unless you got _really lucky_ you've probably get a 22cm^2 turbine housing also which I would be surprised if it would spool well on something that mild (there are 18 and 19cm^2 housings available but as far as I know they are rare everywhere but Australia and the middle east)
I've got a small HX50 and a small HX55 here (which happens to be identical dimension wise to the large HX55 with a different housing camping arrangement) as well as an HX40/H1E (it started as an H1E which is almost identical to the 40 and while rebuilding it I used the HX40 parts that were different from the H1E, so it might as well be an HX40 now). One of my current projects is a single setup that will work with any of them and I'll probably just use the H1E till that proves to be too small (it should top out somewhere just short of 800hp, so that's not that likely any time soon, at least not on a stock, L98 long block)
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Car: 81Malibu
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Originally posted by 83 Crossfire TA
What part of it? The compressor maps are published, the housings I've got experience with and the power estimates are just simple math
What part of it? The compressor maps are published, the housings I've got experience with and the power estimates are just simple math
holset's site leves a bit to be dezired
would be nice to see an interchange chart(holeset to holeset) too if they'd let that info lose...
#72
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Originally posted by sleepybu
the turbine houseing sizes like 22cm^2 ...is there away to convert them to a/r
the turbine houseing sizes like 22cm^2 ...is there away to convert them to a/r
I've tried to measure the A/R of a H1E 22cm^2 housing that I had sitting around and got between .97 and .98 A/R trying it in an few different places, but I've got no reason to belive that that would translate to the same number on any other sized 22cm^2 housings (I've seen 22cm^2 housings for turbos from H1C and D sized up to HX60 sized, all of them have different size wheels meaning that if they have the same nossle area they HAVE to have different A/R's.
holset's site leves a bit to be dezired
would be nice to see an interchange chart(holeset to holeset) too if they'd let that info lose...
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[i]
Holset to holset? I'm not really following there [/B]
Holset to holset? I'm not really following there [/B]
#74
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Huh
curious
I always believed that camaros and firebirds are the same under the outer skin, but looking at your pics I'm coming to the conclusion that there are structural differences besides just the obvious external differences (different front sheet metal, different quarters, different sail panels ).
Your most recent pictures of your intercooler got me looking at some of the older pictures. The core support is distinctly different. The IC wouldn't fit like that in a firebird, they have sheet metal walls on the engine side of the radiator opening, on either side of the battery boxes. Basically you'd have to cut out roughly a 2" strip of sheet metal, the length from your battery box to the top of the core support on either side to get even close to putting something like that in there.
I think that the strut towers are different also. I was looking through your pics and the one titled DSC02868.JPG caught my eye. It seems that you either have _a lot_ more room in that section of the engine bay or you've got the turbo positioned much higher then I've tried. On a firebird if you mount the top of the turbo at the same height as the TB in that area you will hit the hood (the hood dips down in that area where the camaro hood is domed the whole way across). Your turbine housing should be a little larger then the turbine housing of the holset that I've been measuring off of and I don't have room to position things like you have them. From your pics it almost looks like if you didn't have your header in the way you could literally drop that turbo down to the frame rail in that area, where I can actually rest my smaller turbo down on the valve cover, leaning over on the strut tower.
Could you measure your v-band flange diameter, and the turbine housing width from the top just like it's sitting in the engine bay, and maybe lay something flat across the fender mounting flange and see how much below that point the turbine is sitting? Maybe measuring from the edge of the valve cover to the closest part of the strut tower would help. I'm really curious to find out if you really have more room there or if something else is going on. From some of the top view pics the inner fender looks like it comes up to more of a point toward the strut tower top plate, where on the firebirds that I've owned it's really a big dome, there is no taper towart the top plate (maybe it's just my imagination).
As a side note, you've got a character in your directory names that is not a valid character in English/windows directory structure (I haven't tried to figure it out but I'm betting it's the hyphen is not a standard, ascii hyphen) 90% of people won't notice but in my case, limited bandwidth (dialup) and I'm interested in seeing all of your updates, so I've started using some archiving software (basically it goes out caches a copy of your site while I'm not using my machine so I can view it locally at real time later on rather then waiting for it to download) and this has an interesting effect. Since it can't create a duplicate directory name to cache from it creates the closest thing that it can, which the next time around it doesn't recognize that it's already there and downloads it again If you pay for web hosting bandwidth (or just want to make life easier for a couple of people) you may want to change the directory names on your web site a little
I always believed that camaros and firebirds are the same under the outer skin, but looking at your pics I'm coming to the conclusion that there are structural differences besides just the obvious external differences (different front sheet metal, different quarters, different sail panels ).
Your most recent pictures of your intercooler got me looking at some of the older pictures. The core support is distinctly different. The IC wouldn't fit like that in a firebird, they have sheet metal walls on the engine side of the radiator opening, on either side of the battery boxes. Basically you'd have to cut out roughly a 2" strip of sheet metal, the length from your battery box to the top of the core support on either side to get even close to putting something like that in there.
I think that the strut towers are different also. I was looking through your pics and the one titled DSC02868.JPG caught my eye. It seems that you either have _a lot_ more room in that section of the engine bay or you've got the turbo positioned much higher then I've tried. On a firebird if you mount the top of the turbo at the same height as the TB in that area you will hit the hood (the hood dips down in that area where the camaro hood is domed the whole way across). Your turbine housing should be a little larger then the turbine housing of the holset that I've been measuring off of and I don't have room to position things like you have them. From your pics it almost looks like if you didn't have your header in the way you could literally drop that turbo down to the frame rail in that area, where I can actually rest my smaller turbo down on the valve cover, leaning over on the strut tower.
Could you measure your v-band flange diameter, and the turbine housing width from the top just like it's sitting in the engine bay, and maybe lay something flat across the fender mounting flange and see how much below that point the turbine is sitting? Maybe measuring from the edge of the valve cover to the closest part of the strut tower would help. I'm really curious to find out if you really have more room there or if something else is going on. From some of the top view pics the inner fender looks like it comes up to more of a point toward the strut tower top plate, where on the firebirds that I've owned it's really a big dome, there is no taper towart the top plate (maybe it's just my imagination).
As a side note, you've got a character in your directory names that is not a valid character in English/windows directory structure (I haven't tried to figure it out but I'm betting it's the hyphen is not a standard, ascii hyphen) 90% of people won't notice but in my case, limited bandwidth (dialup) and I'm interested in seeing all of your updates, so I've started using some archiving software (basically it goes out caches a copy of your site while I'm not using my machine so I can view it locally at real time later on rather then waiting for it to download) and this has an interesting effect. Since it can't create a duplicate directory name to cache from it creates the closest thing that it can, which the next time around it doesn't recognize that it's already there and downloads it again If you pay for web hosting bandwidth (or just want to make life easier for a couple of people) you may want to change the directory names on your web site a little
#75
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Originally posted by sleepybu
i mean like putting a turbine from say an hx35 to a hx40 if that makes sence ...
i mean like putting a turbine from say an hx35 to a hx40 if that makes sence ...
There's a few diesel turbo shops out there that specialize in this, but the couple that I've tried gave me completely wrong information when I was searching for parts, so there isn't one that I trust to actually know what they are doing.
#77
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Car: 80 Z28
Engine: just another 350
Transmission: th350
Hey let us know how the l98 holds up.....you've given me some inspiration for my upcoming thirdgen to replace the 80.:rockon:
I dunno if I missed it in your posts, but what have you modified/upgraded in the fuel system?
I dunno if I missed it in your posts, but what have you modified/upgraded in the fuel system?
Last edited by denis; 04-03-2004 at 01:27 PM.
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Originally posted by denis
Hey let us know how the l98 holds up.....you've given me some inspiration for my upcoming thirdgen to replace the 80.:rockon:
I dunno if I missed it in your posts, but what have you modified/upgraded in the fuel system?
Hey let us know how the l98 holds up.....you've given me some inspiration for my upcoming thirdgen to replace the 80.:rockon:
I dunno if I missed it in your posts, but what have you modified/upgraded in the fuel system?
( 36 lbs/hr )
We also added an extra fuel pump. You see it behind the left headlight in this picture.
#81
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It is interesting to note that Fredrik bought the Camaro on the 6th of January, less than three month ago. It is his first amarican car, first V8 car. And today was the first time he drove it. ( If you exclude the 10 yards he drove from the flatbed and into the garage the day he bought it. )
#82
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Sweet!
That appears to be a 4" down pipe is it connected up to the rest of the exhaust? Does it neck down somewhere?
I like how you guys ground all the welds down.
Sounds like it's spooling OK also, so I'm guessing that all the "experts" out there claiming the big housings on those are in the 1.3 A/R range are off (I tried measuring a few of them and got between .97 and .98 every time, I can't seem to figure out how they came up with the big numbers).
Huh fuel pump, but what else? Is the fuel delivery otherwise stock? Are you adding fuel some other way? (9psi is a bit of boost, should require quite a bit of fuel over stock)
Some other questions from looking at it:
What are the blue pieces that you're using to couple the sections? It almost looks like pieces of a tarp.
Is that a Holset v-band clamp or did you use a standard one? Seems like around here the Holset clamps are hard to come by (the only place that I've found them is from the Cummins Power Systems dealer locally for insane money or from a few bus supply places that are all out of stock), and they have a different lip depth which looks like it should prevent a normal v-band from sealing up correctly.
Does that oil line tie into the front oil galley plug or did you run it all the way down and around to the filter? Is that a custom hose?
That appears to be a 4" down pipe is it connected up to the rest of the exhaust? Does it neck down somewhere?
I like how you guys ground all the welds down.
Sounds like it's spooling OK also, so I'm guessing that all the "experts" out there claiming the big housings on those are in the 1.3 A/R range are off (I tried measuring a few of them and got between .97 and .98 every time, I can't seem to figure out how they came up with the big numbers).
Huh fuel pump, but what else? Is the fuel delivery otherwise stock? Are you adding fuel some other way? (9psi is a bit of boost, should require quite a bit of fuel over stock)
Some other questions from looking at it:
What are the blue pieces that you're using to couple the sections? It almost looks like pieces of a tarp.
Is that a Holset v-band clamp or did you use a standard one? Seems like around here the Holset clamps are hard to come by (the only place that I've found them is from the Cummins Power Systems dealer locally for insane money or from a few bus supply places that are all out of stock), and they have a different lip depth which looks like it should prevent a normal v-band from sealing up correctly.
Does that oil line tie into the front oil galley plug or did you run it all the way down and around to the filter? Is that a custom hose?
Last edited by 83 Crossfire TA; 04-04-2004 at 05:24 AM.
#83
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Originally posted by 83 Crossfire TA
Sweet!
That appears to be a 4" down pipe is it connected up to the rest of the exhaust? Does it neck down somewhere?
Sweet!
That appears to be a 4" down pipe is it connected up to the rest of the exhaust? Does it neck down somewhere?
I like how you guys ground all the welds down.
Sounds like it's spooling OK also, so I'm guessing that all the "experts" out there claiming the big housings on those are in the 1.3 A/R range are off (I tried measuring a few of them and got between .97 and .98 every time, I can't seem to figure out how they came up with the big numbers).
Huh fuel pump, but what else? Is the fuel delivery otherwise stock? Are you adding fuel some other way? (9psi is a bit of boost, should require quite a bit of fuel over stock)
Some other questions from looking at it:
What are the blue pieces that you're using to couple the sections? It almost looks like pieces of a tarp.
Is that a Holset v-band clamp or did you use a standard one? Seems like around here the Holset clamps are hard to come by (the only place that I've found them is from the Cummins Power Systems dealer locally for insane money or from a few bus supply places that are all out of stock), and they have a different lip depth which looks like it should prevent a normal v-band from sealing up correctly.
Yes, it is expensive.
Does that oil line tie into the front oil galley plug or did you run it all the way down and around to the filter? Is that a custom hose?
#84
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Car: Trans Am -84
Engine: 355, Twin Turbo
Transmission: T5
Axle/Gears: 3.73 open
Originally posted by JoBy
FIRST BOOST TODAY
No full throttle yet but it still made good power. We saw about 9 psi boost at 3200 RPM going sideways.
Everything seems to work very well.
FIRST BOOST TODAY
No full throttle yet but it still made good power. We saw about 9 psi boost at 3200 RPM going sideways.
Everything seems to work very well.
I'm having problems getting my Scania Intercooler welded, but mine needs a lot more work than yours did... You haven't got another one like yours laying around?
Where did you get that cheap waterhoose stuff? If it holds up for 9 psi, it sure must be of quite good quality. I can't see myself spending $30-$40 for ONE 90 degree silicone bend..
/Anders
#85
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Car: 1984 Corvette
Engine: Turbo 350
Transmission: 4L80E with TCI T-Com
Originally posted by ta84-355
Glad to hear it's working good for you... 9 psi is quite some boost numbers on that stock engine...
I'm having problems getting my Scania Intercooler welded, but mine needs a lot more work than yours did... You haven't got another one like yours laying around?
Where did you get that cheap waterhoose stuff? If it holds up for 9 psi, it sure must be of quite good quality. I can't see myself spending $30-$40 for ONE 90 degree silicone bend..
/Anders
Glad to hear it's working good for you... 9 psi is quite some boost numbers on that stock engine...
I'm having problems getting my Scania Intercooler welded, but mine needs a lot more work than yours did... You haven't got another one like yours laying around?
Where did you get that cheap waterhoose stuff? If it holds up for 9 psi, it sure must be of quite good quality. I can't see myself spending $30-$40 for ONE 90 degree silicone bend..
/Anders
We bought the hoses at a local company, Hydraulteknik.
We put the hood back on today.
This shows the hood clearance with the hood fully closed:
And after washing the winter dust off the car.
The temporary industrial pressure meter. ( 0 - 250 kpa )
And finally a short video from a slow roll to 160 kpa ( 60 kpa boost = 9 psi )
#86
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Some more progress.
http://jobyteknik.homeip.net/fredrik/Camaro/2004-04-11/
The windshield washer tank is back.
A nice "Made For You Products" spark wire loom kit.
A Volvo coolant tank in front of the radiator.
New larger injectors.
And a video ( 5.5Mb ) showing BOV operation.
http://jobyteknik.homeip.net/fredrik/Camaro/2004-04-11/
The windshield washer tank is back.
A nice "Made For You Products" spark wire loom kit.
A Volvo coolant tank in front of the radiator.
New larger injectors.
And a video ( 5.5Mb ) showing BOV operation.
#88
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Car: 1984 Corvette
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I will try to get some more videos.
We found a weaker spring for the wastegate but it was too weak. Now we only get about 5 psi boost. We never dared finding out what the stock spring was set at but it did not open at 9 psi. That was as high as we dared with the stock injectors.
We are now looking for another spring.
We found a weaker spring for the wastegate but it was too weak. Now we only get about 5 psi boost. We never dared finding out what the stock spring was set at but it did not open at 9 psi. That was as high as we dared with the stock injectors.
We are now looking for another spring.
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A short update on the project.
The wastegaste is still set at 5 psi boost.
Fredrik insured the camaro today so now it is leagal to use it on public roads so we took it for a drive.
From low rpm on third gear and keeping the throttle low enogh not to shift down to second ( not much throttle ) it is still at full boost before 2500 rpm. With a manual valve body and WOT it would probably have full boost at 2000 rpm too.
And some expected bad news ... The tranny is now acting funny on second gear, and the tranny oil has a bad smell.
Time to look for a th400.
The wastegaste is still set at 5 psi boost.
Fredrik insured the camaro today so now it is leagal to use it on public roads so we took it for a drive.
From low rpm on third gear and keeping the throttle low enogh not to shift down to second ( not much throttle ) it is still at full boost before 2500 rpm. With a manual valve body and WOT it would probably have full boost at 2000 rpm too.
And some expected bad news ... The tranny is now acting funny on second gear, and the tranny oil has a bad smell.
Time to look for a th400.
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hope to see some new vid's with the new tranny... next I picture a post sayin time for a rear end.
This deff makes me want to get motivated and finish off my project with the HX55 I have
This deff makes me want to get motivated and finish off my project with the HX55 I have
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Car: American Iron Firebird
Engine: The little 305 that could.
Transmission: Richmond T-10
Axle/Gears: Floater 9" - 3.64 gears
Nice work guys! Definately a cool project that seems to work well. Quite a quick build time too!
#96
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Not much.
We have a built th400 now but we have not started the tranny swap yet. We are still missing the yoke and we have to build a new tranny mount.
We have a built th400 now but we have not started the tranny swap yet. We are still missing the yoke and we have to build a new tranny mount.
#97
Originally posted by 83 Crossfire TA
Is that a Holset v-band clamp or did you use a standard one? Seems like around here the Holset clamps are hard to come by (the only place that I've found them is from the Cummins Power Systems dealer locally for insane money or from a few bus supply places that are all out of stock
Is that a Holset v-band clamp or did you use a standard one? Seems like around here the Holset clamps are hard to come by (the only place that I've found them is from the Cummins Power Systems dealer locally for insane money or from a few bus supply places that are all out of stock
#98
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I found these but I don't know if it is the right angle or size.
http://www.burnsstainless.com/Hardwa...ps/clamps.html
We used a 'spare part' clamp for a SCANIA truck that uses the same turbo. Yes, it was expensive.
Some update.
We finally got the fan housing.
http://jobyteknik.homeip.net/fredrik...12_fan_housing
And the th400 is in place but we are still waiting for the driveshaft.
http://jobyteknik.homeip.net/fredrik...04-05-16_th400
http://www.burnsstainless.com/Hardwa...ps/clamps.html
We used a 'spare part' clamp for a SCANIA truck that uses the same turbo. Yes, it was expensive.
Some update.
We finally got the fan housing.
http://jobyteknik.homeip.net/fredrik...12_fan_housing
And the th400 is in place but we are still waiting for the driveshaft.
http://jobyteknik.homeip.net/fredrik...04-05-16_th400
#99
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Car: 1984 Corvette
Engine: Turbo 350
Transmission: 4L80E with TCI T-Com
We just did the first test with a G-Tech Pro.
The Camaro had a full tank of gas and we were two in the car.
The rear axle is stock with 2.73:1.
The tranny is a th400 with 2.48:1 on first gear. ( The stock th700r4 has 3.06:1 on first gear )
1) 0-60 mph = 4.73 sec, 1/4 mile = 12.87 sec and 118.1 mph
2) 0-60 mph = 4.55 sec, 1/4 mile = 12.73 sec and 118.4 mph
3) 0-60 mph = 4.49 sec, 1/4 mile = 12.70 sec and 117.8 mph
( We still only use 10 psi boost )
The Camaro had a full tank of gas and we were two in the car.
The rear axle is stock with 2.73:1.
The tranny is a th400 with 2.48:1 on first gear. ( The stock th700r4 has 3.06:1 on first gear )
1) 0-60 mph = 4.73 sec, 1/4 mile = 12.87 sec and 118.1 mph
2) 0-60 mph = 4.55 sec, 1/4 mile = 12.73 sec and 118.4 mph
3) 0-60 mph = 4.49 sec, 1/4 mile = 12.70 sec and 117.8 mph
( We still only use 10 psi boost )
#100
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Car: American Iron Firebird
Engine: The little 305 that could.
Transmission: Richmond T-10
Axle/Gears: Floater 9" - 3.64 gears
How much does the car weigh? I figured around 3900lbs and plugged it into an ET chart. You guys have enough MPH to run mid 11s.
What RPM are you shifting at? Does it bog bad out of the hole with those airplane gears in it?
What RPM are you shifting at? Does it bog bad out of the hole with those airplane gears in it?