Good Enough for Mid Low 10's???
didnt think my questions were to outlandish!!
BTW a little more changes to the setup. The final cam specs on the cam card is a
240/244 .613 .596 109LSA +2.
In a nut shell its a vindicator clone on a 109 + 2.
I ordered the Vic Jr 29087 intake, Trans Dapt 4595 mounts, and the JW performance 93019LSD Flexplate last night from Jegs. They should be here by the end of the week. Just waiting on a backorder MSD 6010 LS box now.
does anyone have any idea on pulling the stock design water pump pulley off of the shaft and switching it out to a old SBC design pulley??? The water pump that I intend to use of the old project just powers the pulley off of 12volts when the switch is activated. This way you can shut it down when you pull into the staging lane. The only thing that runs on the crank pulley is the alternator???
Any final suggestions on what it'll run this spring??
BTW a little more changes to the setup. The final cam specs on the cam card is a
240/244 .613 .596 109LSA +2.
In a nut shell its a vindicator clone on a 109 + 2.
I ordered the Vic Jr 29087 intake, Trans Dapt 4595 mounts, and the JW performance 93019LSD Flexplate last night from Jegs. They should be here by the end of the week. Just waiting on a backorder MSD 6010 LS box now.
does anyone have any idea on pulling the stock design water pump pulley off of the shaft and switching it out to a old SBC design pulley??? The water pump that I intend to use of the old project just powers the pulley off of 12volts when the switch is activated. This way you can shut it down when you pull into the staging lane. The only thing that runs on the crank pulley is the alternator???
Any final suggestions on what it'll run this spring??
didnt think my questions were to outlandish!!
BTW a little more changes to the setup. The final cam specs on the cam card is a
240/244 .613 .596 109LSA +2.
In a nut shell its a vindicator clone on a 109 + 2.
I ordered the Vic Jr 29087 intake, Trans Dapt 4595 mounts, and the JW performance 93019LSD Flexplate last night from Jegs. They should be here by the end of the week. Just waiting on a backorder MSD 6010 LS box now.
does anyone have any idea on pulling the stock design water pump pulley off of the shaft and switching it out to a old SBC design pulley??? The water pump that I intend to use of the old project just powers the pulley off of 12volts when the switch is activated. This way you can shut it down when you pull into the staging lane. The only thing that runs on the crank pulley is the alternator???
Any final suggestions on what it'll run this spring??
BTW a little more changes to the setup. The final cam specs on the cam card is a
240/244 .613 .596 109LSA +2.
In a nut shell its a vindicator clone on a 109 + 2.
I ordered the Vic Jr 29087 intake, Trans Dapt 4595 mounts, and the JW performance 93019LSD Flexplate last night from Jegs. They should be here by the end of the week. Just waiting on a backorder MSD 6010 LS box now.
does anyone have any idea on pulling the stock design water pump pulley off of the shaft and switching it out to a old SBC design pulley??? The water pump that I intend to use of the old project just powers the pulley off of 12volts when the switch is activated. This way you can shut it down when you pull into the staging lane. The only thing that runs on the crank pulley is the alternator???
Any final suggestions on what it'll run this spring??
I think if you can average a 60' in the mid 1.30's and hit a half track time of 6.50's or lower you will have a solid 10.20 car. Any better in the front half and you'll be knocking on the 10 flat 9 second door like I am right now, but you will have more power.
Coolant temp @ the end of the quarter would be around 200-220* depending on the day. Thats letting the electric pump spin the pulley through the burnout box, clear the converter, and shut it off when opponent matched pre-stage
The thermostat was also modified on this setup and completely cut off with nothing more than a small washer put in the orginal thermostat case. The washer was to keep a little bit of back pressure on the pump.
The thermostat was also modified on this setup and completely cut off with nothing more than a small washer put in the orginal thermostat case. The washer was to keep a little bit of back pressure on the pump.
Last edited by 06X6spdGTO; Feb 22, 2012 at 05:54 PM.
High 9's N/A with these stock bottom end Junkyard dog pump gas engines!!! Thats unheard of!
Didnt it take JPC a fully forged 2011 Mustang, Gutted down to 3000lbs, high compression, race fuel, 4.88's, and a liberty 5 speed to reach 9.9x's???
And I thought the 2011 coyote was the end all be all to the 97-11 Gen III/IV SBC.
J/K
Like a little Muscle car war when I can get a chance.
LOL
Didnt it take JPC a fully forged 2011 Mustang, Gutted down to 3000lbs, high compression, race fuel, 4.88's, and a liberty 5 speed to reach 9.9x's???
And I thought the 2011 coyote was the end all be all to the 97-11 Gen III/IV SBC.
J/K
Like a little Muscle car war when I can get a chance.
LOL Last edited by 06X6spdGTO; Feb 22, 2012 at 06:08 PM.
I'm sorry if there was any confusion on my comment because it wasn't directed towards the OP. I think the combo will work really well and like others have mentioned it's all going to depend on the 60'. I wish I had a G-body sometimes because of all the cool aftermarket suspension components. Keep us updated I'm pretty interested in this build.
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Verdad Gallardo High 9's N/A with these stock bottom end Junkyard dog pump gas engines!!! Thats unheard of!
Didnt it take JPC a fully forged 2011 Mustang, Gutted down to 3000lbs, high compression, race fuel, 4.88's, and a liberty 5 speed to reach 9.9x's???
And I thought the 2011 coyote was the end all be all to the 97-11 Gen III/IV SBC.
J/K
Like a little Muscle car war when I can get a chance. LOL
Didnt it take JPC a fully forged 2011 Mustang, Gutted down to 3000lbs, high compression, race fuel, 4.88's, and a liberty 5 speed to reach 9.9x's???
And I thought the 2011 coyote was the end all be all to the 97-11 Gen III/IV SBC.
J/K
Like a little Muscle car war when I can get a chance.
LOLWhy yes it did!
Any reason why your going with a 4000 stall, but 4.56 gears?
I'd be willing to bet if you wanted the car to run all out on motor alone, that a conveter closer to 5000-5200 will be what you want, and a 4.30 gear would be perfect.
If your planning on spraying it I can see the 4000stall, but the 4.56 gears kinda threw me off if that is your intent.
Just seems kinda odd to have the lower rpm stall and 4.56 gears being a motor combo.
Thats what the car ran on the old 406 SBC setup. The converter flashed @ 4200rpm with that setup. So Im guessing with the LQ9 setup making about +40 ft/lbs @ 4000 it may flash around 4500-4700rpm. Hard saying until we try it. With the 4.56 and Powerglide the 406 was turning about 6900rpm @ the end of the 1320. I'm hoping the LQ9 motor is close to the same. If not I will need to swap in a set of 4.33's into the 9inch.
Thats what the car ran on the old 406 SBC setup. The converter flashed @ 4200rpm with that setup. So Im guessing with the LQ9 setup making about +40 ft/lbs @ 4000 it may flash around 4500-4700rpm. Hard saying until we try it. With the 4.56 and Powerglide the 406 was turning about 6900rpm @ the end of the 1320. I'm hoping the LQ9 motor is close to the same. If not I will need to swap in a set of 4.33's into the 9inch.
With that said it will benefit from a higher stall converter. With that converter it might not 60' the way it needs to go high 9's. Mid 10's and low 10's I don't see being a problem, but that converter won't get you into the 9's.
Well if you and I are correct the converter that is on the car on a 4.56 gear should flash higher than the 4200rpm it was flashing with the SBC. I'm gunna wait and see how it turns out and go from there. I really appreciate the advice if its 4:30's and a 5000k stall is what it needs to run high 9's Ill be happy to try it.
I need to keep it in the 10.00-10.20's for know as 9.99 requires a cage modification in the car. Hoping to get it going this year, the convert it over to EFI and a better cage next year.
I need to keep it in the 10.00-10.20's for know as 9.99 requires a cage modification in the car. Hoping to get it going this year, the convert it over to EFI and a better cage next year.
Hell yea bro!
Run what ya got for sure.
I think you will probably end up just leaving it until the need for speed bites you in the *** again lol.
When it does I honestly would leave the converter alone, put a 3.89 gear in it or even a 3.73, slap a plate kit on it and let it eat with a 200-250 shot.
Should keep those pesky mustangs at bay a little longer.
Ha HA!!
I plan to hook up the stock GM PCM and accufab 4150 TB have the vic jr injector bosses tapped out, and go Fuel injected next year. If I do you can plan on some spray!
I have two options right now, TH350 with same converter or the Glide. My father swears that the powerglide will be faster as it picked up 3 tenths with the 406SBC he had in the car when he went from TH350-> PowerGlide
Any added opinions??
I plan to hook up the stock GM PCM and accufab 4150 TB have the vic jr injector bosses tapped out, and go Fuel injected next year. If I do you can plan on some spray!
I have two options right now, TH350 with same converter or the Glide. My father swears that the powerglide will be faster as it picked up 3 tenths with the 406SBC he had in the car when he went from TH350-> PowerGlide
Any added opinions??
Glide all the way.
Less rotating mass, more hp to the ground.
Weighs less.
Only thing is the first gear of a glide is a lot deeper than a TH350. It is a 1.76 stock 1st gear versus a 2.52.
Usually I see most racing converters conter act this with more stall speed. Will it be doggy out of the hole...probably not, but still not optimal.
That first gear would be perfect for nitrous though. Having the deeper first gear allows to throw a lot more power at it without spinning or standing it on the bumper.
That's why these stock suspension drag radial cars look like they are barely moving out of the hole one because of the steep first gear, and two because of how tight the chassis and suspension is. They are throwing thousands of hp at these cars, but it looks effortless off the line.
Less rotating mass, more hp to the ground.
Weighs less.
Only thing is the first gear of a glide is a lot deeper than a TH350. It is a 1.76 stock 1st gear versus a 2.52.
Usually I see most racing converters conter act this with more stall speed. Will it be doggy out of the hole...probably not, but still not optimal.
That first gear would be perfect for nitrous though. Having the deeper first gear allows to throw a lot more power at it without spinning or standing it on the bumper.
That's why these stock suspension drag radial cars look like they are barely moving out of the hole one because of the steep first gear, and two because of how tight the chassis and suspension is. They are throwing thousands of hp at these cars, but it looks effortless off the line.
Made a little more progress this weekend. Hoping to fab up the Alternator bracket and Remote Moroso Water pump system next weekend if fastenal can come through with the bolts!! Have to do a little header modification to the passenger side of the Edelbrock Stepped Fbody headers.
406ci setups last fire in the car:
Out with the old:
In with the NEW:
Now waiting on Parts so I can here the first fire of the new setup!
406ci setups last fire in the car:
Out with the old:
In with the NEW:
Now waiting on Parts so I can here the first fire of the new setup!
