You can disagree all you want it doesn’t make you correct.

Who said anything about being equal? Facts are we are not all equal. Some get all the details right and can drive and others can’t.

Ive seen plenty of strokers make 500 rwhp and a well built 346 with all the details can make 500 rwhp as well. Obviously the curves will look different but if you are always in the upper rpm at the drag strip that 346 can absolutely run a faster et in the right hands.

If the guy that nails all the details on the 346 built the 427 he probably would make over 600 rwhp or even 700 rwhp so yes more cubic inches gives more potential. What you are missing is not everyone can build a motor to its max potential or run a combo to its best possible Et by hitting all the details and knowing how to drive.

point being you guys are calling bs on things because you haven’t been able to do it and refuse to accept that others are better at drag racing than you are. I’ve seen guys go faster than I have with less so I know some guys are just better at drag racing.

 

Never said a 346 can't make power equal to a 427. Of course the 346 can be built to equal a 427. Some guys are better than others at making big power. What I said was; for guys who are equally qualified to build a big power engine, the 427 wins every time. Not talking about driver ability, or anything else. As I said, if the 346 was equal to the 427 for power output, the C5R woulda had an LS1. It obviously did not.

 

My car ran what it ran because I did what I did. It was a single pass that night and it dosen't speak for me as a driver or the car's ability to perform, it was just a pass and not all passes are good ones. In a drag race I could've won with that pass if the guy in the other lane fouled.

Maybe one of these days I'll make a two hour drive to go put down a 10 and come back on here to toot my horn about what all I've done behind the wheel.

 

Back in 2005, I ran a set of AFR 225s and that old FAST 90!! Good setup for back in the day. Did your 225s come with the springs set up correctly? Mine were very early CNC'd 225s, bought around December, 2004, and someone@AFR made a mistake converting metric to SAE. This resulted in the springs (upgraded REV springs) being installed .100" too short, at 1.700" installed height, rather than the correct 1.800".

 

You are all over the place. My entire point was proven by you lol. Some guys are better at drag racing than others and you keep calling bs on things because they are doing things you can’t now you have back peddled and tried to move the goal posts again like you have multiple times in this thread. You also said it was your last post in this thread several posts ago after getting called out for back peddling previously lol.

 

I had no clue what I was doing. Slapped everything together and went 10’s first night out. Took a few passes to dial in the shocks, tire pressure and launch technique then went 10s. It was the NA GTo record at the time which was broken about a year later. Guess I got lucky lol. I’ve learned a lot since then especially improving my tuning ability.

 

Ya know, you and I agree completely about the 427s and 346s. We're just using different terminology to say basically the same thing. It's also funny how few people remember that FAST 90! Most guys I've been on forums remember the 92s, but not the 90s. I've even been told, by younger guys, I'm sure, that FAST didn't make a 90!!

 

I liked the grayish/silver color as it resembled an aluminum intake...

 

Id much prefer a 3.89 with 26s over a 4.10 with 27s. Much easier on the diff and axles.....

 

Idk.....they end up in the same spot for gearing. Most like more sidewall to protect parts since the sidewall absorb shocks.

I don't put 27s on my camaro because it makes the abs wig out.

 

Me too....it's why i painted my msd to resemble a aluminum intake

 

Ive even had guys that work doing this stuff professionally that say I’m mistaken that the fast 90 never existed. Shows how old we are lol.

 

The easier it is for the diff and axles to turn the tires, the less likely the breakage. If you had 50 inch tires ( I like to exaggerate, lol) when your that far from the axle centerline it puts a larger load on the axles to turn a larger diameter than a 25" tire.....

 

BCNUL8R, I haven't backpedaled on anything. I have stated that I call on a stock internals LS6 C5Z running 10 flat with a full weight car. I don't, and won't, ever buy that......

 

You don't buy it because you can't get close to it so you think there is no way anyone else can. It can be done. Just like everything in life whether it be weight lifting, track and field, drag racing, or any kind of measurable performance there is an elite class of people doing things so far above the average joe that it seems impossible so you people think it can't actually be done.

On your previous topic bringing in the 427 vs 346 and asking why would an oem or gm factory-built car have a 427 if the 346 was better. That is so obvious you cannot be silly enough to actually ask why they would do that. Street and road course cars have completely different needs than a something built for the purpose of max performance at the drag strip. No one thinks a 346 is better than a 427 with all else being equal, but the fact is nothing is equal. As hobbyists we are not all equal and there are professionals on another level than that. Goals aren't equal. Driving ability isn't equal. If you build a 346 to spin 8500 rpm and are never below 6000 rpm built the right way with all the details perfect then put it in a car with the proper suspension setup, weight bias, gear, converter, and an outstanding driver 100% that combo could go faster at the drag strip than an average built 427 in a car without a suspension setup for drag racing, improper weight bias for drag racing, converter not spec'd specific to the combo for drag racing, and an average joe that only goes to the drag strip once every few years.

Both of those combos may make 550 peak rwhp with the 427 making more power everywhere below peak. The 427 in this case is going to be much more street friendly and fun in stop and go driving as well as far better on a road course, but could very well be over a full second slower at the drag strip than the other car with a 346. I've seen similar more times than I can count.

Oh found an old picture of the fast 90 on my old 408 with nitrous. I set the record NA before it had nitrous on it. Once I had nitrous on it I focused on going for 9's but never got there. Went from 10.9 to 10.1 with the plate kit. Eventually hurt a piston in around 2008 after about 3 years on the bottle. Hundreds of 1/8th and 1/4 mile passes on the bottle. I had my own filling station with unlimited supply LOL.

Really old photo I used my scanner to upload to my desktop.

 

As far as I am concerned, that GTO is the perfect sleeper! I remember seeing a few at the strip back in the early-mid 2000s. I was shocked they had a V8 in them. Somebody said they were an American version of the Holden Monaro, IDK. To me, they looked like an economy car, similar to a Chevy Corsica. Man, you take the badges off that GTO, and you could really break some hearts!! Thats what I like about my C5. It looks totally stock, except for the idle and exhaust sound. I raced a 600hp Audi R8 a few years back, with my wife in the car. He wanted to race what he thought was a 20 year old C5. After I beat him, I slowed down and waved. He didn't wave back!!!

 

I'm not arguing your point but what LS1 spins to 8500 and makes power up there? Hmm

I know that setup with a FAST intake and a hydraulic camshaft wasn't doing it.

10.90 is knocking on the door but it is a 10 and that number is certainly reachable with the LSX427 car if I really beat on it. Just finished with adjusting lifter preload on the Johnsons today. Took it for a drive and spun it up to 7,000 today..

 

The manifold is going to dictate the intended rpm along with the cam and valvetrain stability. My low ram setup along with everything else in my 408, peaks power at 7200, holds flat till 7900 and I shift it around 8600

 

read the thread last night. I dont think you had to or should have apologized, for 2 reasons. Hio was calling people stupid for 50% of the thread, and then it makes it seem like you were back pedaling even though you were trying to be the bigger person, and possibly even lead by example in that name calling is childish and that it takes more guts to apologize for it than it does to unapologetically call anyone who disagrees with you an incapable idiot.

personally, i like all of you guys and everyone brings their own knowledge and exp. Hio had me rooting against him in the debate regardless of truth simply due to his condescending attitude. That was a bad look IMO and hopefully he adjusts his approach. Thats probably wishful thinking as he hasnt wavered from that strategy in the few years ive been active on here, but even old dogs can change.

And like I said, I like Hio and hes provided great knowledge about his valvetrain and driveline weight reductions and provides insight in his indirect sort of way if you inquire. And I am a curious person, and so I do.

Two things that stood out to me. It still is super hard to believe a stock ls6 is capable of 10.00 with bolt ons and weight reduction only.

The comment about going from 118 to 131 with some minor changes is still a huge head scratcher that I couldnt reconcile. It gives the weird feeling of cognitive dissonance. Maybe it wasn't explained correctly or enough as it just didnt add up for a lot of us.

Lastly, high hp is a weird objective. The higher you can raise the rpms and carry the torque with a cam engineered for top end, it is going to perform poorly down low. How often is power needed from 6-8k? On any car that sees the street, maybe 2% of its time would be spent there? That might even be generous. A track car that you are only racing is a different story. Either way, there is no comparison between a 427 and a 346. The larger engine will perform better everywhere when its apples to apples to and each are using a cam proportional to its size. Sure, you can go for total hp and get a little more with a 346 compared to a 427 with a small cam, but the torque curves still will be no comparison.

 

Wow! I never would imagine spinning the engine that high when the power curve falls off before reaching 7,000 rpms. At least that's what I'm seeing from dyno run. Are you running hydraulic or solid?