Polluter Track Times???
06-07-2010, 08:14 AM
#102
I haven't made it to the track as of yet. I got the car street tuned last week and I'm doing my 4.10 install this week. I had 4.30's for it ready to go Friday but the guy I bought the car from said it was a 4 series with 33 splines. It ended up being a 3 series with 30 splines. I love the false advertising. There is a local test and tune on June 13th I'm shooting for and will post results if the car will hook up. This will be on a drag radial with stock shocks/ 1.5 lowering springs. Hoping for a high 11 second pass with it still full weight. I may or may not spray the car that day as well.
Car looks
06-08-2010, 01:15 PM
#106
We have gave away 2 cams. Maybe if Moser would give those guys a rear end we'd have some track numbers.
There is more to this than making power on a dyno, but the reality of the matter is most of the hardcore guys that beat on thier junk at the drag strip aren't running "cam only" anyway. And to take it a step farther, most aren't full weight. The vast majority of customers who order a Polluter cam have a nice street car that they want to sound mean and put up a good dyno number. Most don't even drag race period...
We do have one customer from SC that went 7.20's or 7.30's I believe in the 1/8 with the Polluter in a "cam only" 02 SS. I'm not sure if he's on here or not, but his name is Derrick. Its not full weight, but its probably close...had draglites I believe, no back seats, no ac compressor but the hvac was still in the dash. Spec clutch, 9" rear. Fast 90, kooks 1 3/4 headers. If I had to guess I'd say it would be around 3550 lbs race weight.
Dyno numbers are a sure sign of a cams potential. Track ET is a sign of how well the overall combo works together along with raceweight, traction, and driver.
As for billys engine in an f-body, the added 80 lbs would offset any hp gains those stock 799 heads and 18 cubes added. And milling them doesn't even count since he's running the dished piston motor...
If anyone buys a converter or clutch of my choice, a Moser rear end with atleast a 3.73 in an auto car or a 4.10 in a manual, a torque arm, a driveshaft, and some 15" slicks or et streets from us I'll give them a Polluter cam and pushrods. If they pay us to install the above mentioned parts we'll install the cam for free as well. That would save someone about $1000. Pretty much any longtubes will work and a decent catback. LS6 or fast intake. All the normal stuff that everyone would have.... I just don't want to give another cam away for someone to go to the track on a 10 bolt or street tires and nurse it around trying not to break something and producing pitiful results.
There is more to this than making power on a dyno, but the reality of the matter is most of the hardcore guys that beat on thier junk at the drag strip aren't running "cam only" anyway. And to take it a step farther, most aren't full weight. The vast majority of customers who order a Polluter cam have a nice street car that they want to sound mean and put up a good dyno number. Most don't even drag race period...
We do have one customer from SC that went 7.20's or 7.30's I believe in the 1/8 with the Polluter in a "cam only" 02 SS. I'm not sure if he's on here or not, but his name is Derrick. Its not full weight, but its probably close...had draglites I believe, no back seats, no ac compressor but the hvac was still in the dash. Spec clutch, 9" rear. Fast 90, kooks 1 3/4 headers. If I had to guess I'd say it would be around 3550 lbs race weight.
Dyno numbers are a sure sign of a cams potential. Track ET is a sign of how well the overall combo works together along with raceweight, traction, and driver.
As for billys engine in an f-body, the added 80 lbs would offset any hp gains those stock 799 heads and 18 cubes added. And milling them doesn't even count since he's running the dished piston motor...
If anyone buys a converter or clutch of my choice, a Moser rear end with atleast a 3.73 in an auto car or a 4.10 in a manual, a torque arm, a driveshaft, and some 15" slicks or et streets from us I'll give them a Polluter cam and pushrods. If they pay us to install the above mentioned parts we'll install the cam for free as well. That would save someone about $1000. Pretty much any longtubes will work and a decent catback. LS6 or fast intake. All the normal stuff that everyone would have.... I just don't want to give another cam away for someone to go to the track on a 10 bolt or street tires and nurse it around trying not to break something and producing pitiful results.
... so what can you do for a cam kit for me? Ill post track results after i get it done and dyno tuned within a week or two after it arrives at my door.
06-08-2010, 02:19 PM
#107
**** if tick hooks it up on a package deal for this cam I'll be more then glad to do it . I am currently looking to change out my cam .I switched to a tall gear 4.56 and slicks/skinnies full suspension and the cam I am running is just not working anymore with this big of a gear. Pm me
08-31-2012, 08:23 PM
#108
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i know this post is old as dirt but i am about to buy a cam and cannot pick which to get, my tuner said not the ms4, i like vengeance's vrx6 and the polluter.... i have a 2000 ss w/A4 full exhaust lid/filter, 3600 stall, 4.10's and custom tune. vengeance said they suggest the vrx4 but i dont wanna go small and regret the cam size. help please
08-31-2012, 08:56 PM
#109
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I would get a custom specd for you. I went big on my first motor, lots of power but it drove like crap at low speeds, even with a sponsors tune. I had advanced induction port my stock heads and spec a cam, now it drives like stock with more power, 30 rwhp more.
09-11-2012, 03:40 PM
#113
http://www.hotrodpitstop.com/tool.php#0
09-11-2012, 08:20 PM
#115
I don't see how there could be a direct translation. It is just a formula that drag racers have bee using for many decades.
Since it is derived from a full quarter mile pass, it is more a measure of average horsepower, so I doubt you could directly correlate it to any given wheel dynometers reported peak power.
However it is a great comparitive tool as long as the density altitude of the track is taken into consideration.
Since it is derived from a full quarter mile pass, it is more a measure of average horsepower, so I doubt you could directly correlate it to any given wheel dynometers reported peak power.
However it is a great comparitive tool as long as the density altitude of the track is taken into consideration.
09-12-2012, 07:01 AM
#116
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I just don't see how those calculators help compare anything. My car's times, mph, or hp do not work out in those.
Run these #'s through and see what you get.
10.87@122.2, 3250 race weight, 377 rwhp unlocked converter, 430 locked converter.
Run these #'s through and see what you get.
10.87@122.2, 3250 race weight, 377 rwhp unlocked converter, 430 locked converter.
09-12-2012, 09:59 PM
#120
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Ok here you go.
122mph + 3250 weight = 460.59hp (car makes 377 w/converter unlocked, 430 locked)
3250 weight + 377 rwhp = 11.86@114.1 (car runs 10.8@122)
3250 weight + 430 rwhp = 11.35@119.2 (car runs 10.8@122)
122mph + 3250 weight = 460.59hp (car makes 377 w/converter unlocked, 430 locked)
3250 weight + 377 rwhp = 11.86@114.1 (car runs 10.8@122)
3250 weight + 430 rwhp = 11.35@119.2 (car runs 10.8@122)