Local LT1 Stock Eliminator Car
#1
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Local LT1 Stock Eliminator Car
The guys name is Paul Cambria. He's a very well known $$$$$$$$$$$$$$$$$$$$$$ attorney in the Buffalo, NY area. He brings 2 cars with him, but i'm not sure what is under the hood of the white one. I talked with him briefly about his orange car. It is full Stock Eliminator spec, and runs in B/FI class. Today at this 1/8th mile racetrack he was running 6.72-6.75. This is my local track and it's typically about .1 slower than the other tracks due to it being slightly uphill in 2 spots. A 6.72 here would be around a 6.62/10.60ish at a normal 1/4 mile track. It amazes me to see a basically stock looking motor that can run numbers like that. He said the motor was built by Bobby Warren, whoever that is. Here's a few pics:
#3
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If you put 1000's in suspension work, 12" slicks, stiffen the frame, add a good Moser 9 inch with 5.13's and launch at 5500 off a trans brake I'd say a stock LT1 if it could keep from grenading would run deep in the 11's. I've seen little 283 fuelie Vettes run high 10's in S/S NHRA events with 350 hp. It's all in getting the power planted on the ground and moving forward. Great car he's probably got 60k in the car which if he's a lawyer = one class action lawsuit. LOL
#4
Stock eliminators basicaally run a square lobed cam as to keep it within stock dimensions. Those are good numbers but not unusual of a quality built SE car. Camaroz28.com has a full section on those cars alone.
Nice to see
Nice to see
#5
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Heads and intake are "as cast" by the rules, TB is stock.
They run aftermarket injection to higher rpms than the stock pcm allows and while the cams are "stock lift" they loft the valve at high rpms to gain more lift. Basically "controlled valve float".
The guys that do it will admit porting heads and running a more traditional custom cam is a LOT cheaper way to go. These guys are in it for the challenge. They will also admit they spend more having the heads blueprinted than we do porting.
GIZMO is or at least was into that and has shared a fair bit here
They run aftermarket injection to higher rpms than the stock pcm allows and while the cams are "stock lift" they loft the valve at high rpms to gain more lift. Basically "controlled valve float".
The guys that do it will admit porting heads and running a more traditional custom cam is a LOT cheaper way to go. These guys are in it for the challenge. They will also admit they spend more having the heads blueprinted than we do porting.
GIZMO is or at least was into that and has shared a fair bit here
#6
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I should have taken a good pic of the headers. They were the weirdest looking LT1 headers i've ever seen. Definitely not Pacesetters or Hookers, lol. They had crazy bends in them, they almost looked custom made.
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Most of the money spent on those motors are spent bullet proofing, blueprinting, balancing, legal porting and cheating in areas that are not inspected during teardowns. They generally are capable of turning huge rpm's. Plus they rarely spend more than one season before being pulled and reworked. My engine builder back in Kentucky would spend hours on the flow bench and dyno swapping stock parts seeing what would make the most TQ and horsepower for roundy round cars. It was not uncommon to see mostly stock steel cranked 355's with factory 11 to 1 domed pistons with cast iron heads making 460 horsepower with a 500cfm two barrel carb. So an LT1 with forged crank, flattops, thin head gaskets, aluminum heads that have been flowed and ported with a custom cam making 475 hp at the crank wouldn't be outragous. Add a full race 4 link, slicks, transbrake and 3200 pound car and 10.0 wouldn't be out of the question.
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#11
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No I didn't expect to see a cheap header on it. I would expect something like a Kooks 1 7/8" or a Hedman Husler 1 7/8", but these looked different. Why do you have to word everything like such an *******?
#12
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If you put 1000's in suspension work, 12" slicks, stiffen the frame, add a good Moser 9 inch with 5.13's and launch at 5500 off a trans brake I'd say a stock LT1 if it could keep from grenading would run deep in the 11's. I've seen little 283 fuelie Vettes run high 10's in S/S NHRA events with 350 hp. It's all in getting the power planted on the ground and moving forward. LOL
Yes and since these races are not like Nascar where the engine would be torn down for inspection the internals are to the limit, These guys usually run a big cams with very wide LSA so the car does not lope or barley does. Like said, probably tons of airflow work on the heads ect. Don't get me wrong, that is good ET's. I had a customer with a Bone Stock LT1, just suspension work and a tune. He never raced before and the first time out ran a 13.00 flat. I mean with some minor mods and practice he surely would of been in the 12's..No comparasion to this car but just pointing out the potential of our cars.
#13
Most of the money spent on those motors are spent bullet proofing, blueprinting, balancing, legal porting and cheating in areas that are not inspected during teardowns. They generally are capable of turning huge rpm's. Plus they rarely spend more than one season before being pulled and reworked. My engine builder back in Kentucky would spend hours on the flow bench and dyno swapping stock parts seeing what would make the most TQ and horsepower for roundy round cars. It was not uncommon to see mostly stock steel cranked 355's with factory 11 to 1 domed pistons with cast iron heads making 460 horsepower with a 500cfm two barrel carb. So an LT1 with forged crank, flattops, thin head gaskets, aluminum heads that have been flowed and ported with a custom cam making 475 hp at the crank wouldn't be outragous. Add a full race 4 link, slicks, transbrake and 3200 pound car and 10.0 wouldn't be out of the question.
#15
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Do you know Paul Cambria at all? Ever race against him?