To "383," or not to "383"... that is the question
Actually, if you want to run 9s you will need to launch well into the boost. Running a low ET is all about the launch. If you guys are launching at 2500 rpm then you need a lot of extra power up top to beat a guy a guy who can launch at 4000 rpm. That's why if you focus on building for a trap speed of 130 mph or higher rather than on ET, you'll probably achieve your goals.
Harlan runs in the 8s, but this happened when he had a little too much boost:
Harlan runs in the 8s, but this happened when he had a little too much boost:
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Why do I have the feeling that people have no clue how fast a 10 second car is? But back to the post.
Good point but we have alot of new stuff that has come out. A 3rd gen is lighter (Looks better lol) to start with plus we can get tubular K-members, front suspention arms, power rack kits, trailing arms, tq-arms, CF drive shafts, fiber glass hoods, 12 inch with 4.10s. Now put a nice 383 ls1 and 6 spped in it with all supporting mods. Oh and just wait for the kenne bell superchager to come out for the vette because it will bolt up. 
That should be enough to keep me 
.
Now another thing you need to look at is were you will run the car. Will it be a street or strip car? If it is more of a street car I think a cam that has less TQ and more topend will be best. You might be asking why but when was the last time you saw an intersection that was nice and smooth. Half the time you have to roll on it to keep the tires from smooking up so put the power rang in a usable spot in the RMP band.
The guys here are suggesting that you take a little more time to research what it's really going to take for you to do this. Building an 11 sec street car now with plans to make it a 9 car in the future is a challenge enough, but you've added the additional complexity of doing it in a 3rd gen w/ an LS1. Can it be done? Yes, but the aftermarket is not 100% behind you on this.
That should be enough to keep me .Now another thing you need to look at is were you will run the car. Will it be a street or strip car? If it is more of a street car I think a cam that has less TQ and more topend will be best. You might be asking why but when was the last time you saw an intersection that was nice and smooth. Half the time you have to roll on it to keep the tires from smooking up so put the power rang in a usable spot in the RMP band.
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From: Derby Line, VT
I think ragtop99 has given an excellent perspective on this whole thing. When I say I want to run 9s, I do not actually have a NEED to do so, nor will I have many opportunities, either. I do realize that hooking to the ground will be difficult at best - the 9 second figure is more theoretical (assuming one COULD hook) than anything. Kind of like where this post was going:
I want to build an engine that would be theoretically CAPABLE of running 9s, whether I ever actually run a 9 second ET or not. I figure if I can build something that can go low 11s with ease and then add the turbo, I've got it made as far as power. Then I can worry about hooking to the ground and stuff like that IF the time ever comes for that.
Anyway, a shift of thinking seems in order, as ragtop99 suggests. Rather than base the goal on theoretical ETs that I may or may not ever actually run, I will look more at the trap speed as far as the "reality" goals are concerned. 11s is the short term reality goal. 9-second capable is the "dream" goal, the Overkill limit that takes away all the limits, but 130 trap speed is a definite doable thing with the build I have discussed here.
I talked to the folks at APE and at SDPC today regarding my concerns about displacement. They are both of the opinion that the bigger cubes will much better suit my needs, and that NOW is the time to go with the stroker, and add the turbo later if/when I decide I still want and need it. They also feel there isn't enough differences between a 408 and a 383 to worry about, and are encouraging me to go either an aluminum 408 (APE), or even an LS2 402 (SDPC)!
I'm going to do some more thinking on this throughout the week (lots of research before I even think seriously about an LS2 upgrade). But unless I can get about 1/2 price on a used STS somewhere (so I can still afford at least the forged 347), then it is safe to say I will go with the shortblock stroker of SOME size and add the forced induction later.
Originally Posted by bickelford
If you are convinced you want to run 9s, but can't afford the money now to complete that car, start adding parts that will support a 9 second car. For example, go with a bigger engine than it takes to run 11s; buy a 9 inch Ford rather than Moser 12 bolt; put a built 11:1 383 street motor in your car and spray it as hard as it takes.
Anyway, a shift of thinking seems in order, as ragtop99 suggests. Rather than base the goal on theoretical ETs that I may or may not ever actually run, I will look more at the trap speed as far as the "reality" goals are concerned. 11s is the short term reality goal. 9-second capable is the "dream" goal, the Overkill limit that takes away all the limits, but 130 trap speed is a definite doable thing with the build I have discussed here.
I talked to the folks at APE and at SDPC today regarding my concerns about displacement. They are both of the opinion that the bigger cubes will much better suit my needs, and that NOW is the time to go with the stroker, and add the turbo later if/when I decide I still want and need it. They also feel there isn't enough differences between a 408 and a 383 to worry about, and are encouraging me to go either an aluminum 408 (APE), or even an LS2 402 (SDPC)!
I'm going to do some more thinking on this throughout the week (lots of research before I even think seriously about an LS2 upgrade). But unless I can get about 1/2 price on a used STS somewhere (so I can still afford at least the forged 347), then it is safe to say I will go with the shortblock stroker of SOME size and add the forced induction later.
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From: Derby Line, VT
But YES, you can have LT headers made for a 3rd gen with a little custom fabrication. Bruce Hawkins has the prototypes on his car now for a production run. We are also going to try to fit "normal" aftermarket headers into my car when we do the swap - hopefully the tubular k-member and tubular a-arms will give us the clearance we need. If not though, it just takes a little more effort. Several have LT headers on their 3rd gen LS1s at this point.
When I go with the turbo, then headers are irrelevent anyway.
When I go with the turbo, then headers are irrelevent anyway.
