Head and Cam Swap, 82 CFI

There should be a Battery voltage compensating table too Drawman.
Once that is set & injector offset time you can tune away.
 
Yeah Drawman.
Its a Drag Race Year 2015.
Some cars are more natural to Race to 10.5- 9.0 ET 1/4 Mile.
Since $$$ has been a factor since 2008 for the little guys I have come to the conclusion Any Corvette is not a viable choice for the masses.
Best to start with a Solid axle car to begin with.
Pontiacs my choice in 2015.
Haven't lost my love affair with Vettes.
Just most of the owners outside of a handfull I have helped like You.
Drag Racing proves all.
Most Vettes will be blown away by Hellcats & SRT Viper T/A.
Don't stand a chance.
I tried helping.
Time to work on my own .
 
I sure appreciated your help, thanks! Trying to decide what rear gears to put in next, thinking 3:55 or 3:73.
 
Drawmain said:
I sure appreciated your help, thanks! Trying to decide what rear gears to put in next, thinking 3:55 or 3:73.
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Probably 3.55 be a nice match with your 355 CFI and 700R4 Trans and rear tires used.
 
Thanks for the replies. It looks like based on Indycar's charts and Brian's recommendation, the 3.55's will work the best for me. I won't be drag racing the car and the RPM in 4th with the converter locked for 27" tires looks like it will be a nice trade off with the launch in 1st. Indy, those excel charts are gold! I knew there was a big rpm drop with the 700r4, but your graphs show it well. My car currently has a 2.87 rear, and while cruising at 2000 rpm at 80 mph is nice on the interstate, the rpms get too low for me at the lower speeds I find myself running on the roads I'm on the most. I'm also looking to go to a manual transmission possibly in year or two. I think the 3.55 would be better for that eventuality as well.
 
Drawmain said:
Thanks for the replies. It looks like based on Indycar's charts and Brian's recommendation, the 3.55's will work the best for me. I won't be drag racing the car and the RPM in 4th with the converter locked for 27" tires looks like it will be a nice trade off with the launch in 1st. Indy, those excel charts are gold! I knew there was a big rpm drop with the 700r4, but your graphs show it well. My car currently has a 2.87 rear, and while cruising at 2000 rpm at 80 mph is nice on the interstate, the rpms get too low for me at the lower speeds I find myself running on the roads I'm on the most. I'm also looking to go to a manual transmission possibly in year or two. I think the 3.55 would be better for that eventuality as well.
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Unless your road racing or competitive drag racing and prefer a stickshift there is really no need to spend $5 k on a manual trans conversion.
You still have a 12- 11 second 1/4 car.

None aftermarket have ever matched the precision and gear ratio spread of the Muncie M-20-21 &M22 along with superior race strength.
Eat up only 15-20 Hp.
Drag race overdrive is not used.
 
700R4 is a nice match for the CFI Engine.
Cost to build is low compared to 4L80E with high stall converter.
Lower cost than 200R4.
700R4 is real efficient .

MPG #'S prove it.
1st gear of 3.06 gives you an edge over higher HP cars from a holeshot launch at the stoplight.
Beat or at least keep up with 500 Hp cars on 1-2 shift.
 
Very few of these 500-600 hp Chevy builds will actually perform Drawman come Drag Race time 1/4 mile balls out.
#1 FACTOR IS THEY DON'T HAVE PROPER BIG TUBE RACE HEADERS AVAILABLE 1-7/8-2.00" PRIMARY & 3-1/2" -4.00" Exhaust collectors with Daul 3"-4"-5" exhaust.
Stahl Headers is gone. Out of business.
Dyno motion is just bench race. Proper hardware not there.
Why LS Is so hot today. Superior headers are there.

Superior headers Still available for Pontiac V8.
BBC Too.
Race Headers available should be the #1 criteria in engine builds.
No matter what you build it will never perform as expexted without correct headers.
Only engine that can do with less is Olds V8.
Has unique 6 degree valve inclination heads found in no other engine.
 
Drawmain said:
Thanks for the replies. It looks like based on Indycar's charts and Brian's recommendation, the 3.55's will work the best for me. I won't be drag racing the car and the RPM in 4th with the converter locked for 27" tires looks like it will be a nice trade off with the launch in 1st. Indy, those excel charts are gold! I knew there was a big rpm drop with the 700r4, but your graphs show it well. My car currently has a 2.87 rear, and while cruising at 2000 rpm at 80 mph is nice on the interstate, the rpms get too low for me at the lower speeds I find myself running on the roads I'm on the most. I'm also looking to go to a manual transmission possibly in year or two. I think the 3.55 would be better for that eventuality as well.
Click to expand...

Thanks glad the Excel graphs/tables were a help, that's why they are there.

Have you considered what tire you will go with when yours wear out. I went
from a 28 inch tire to 31 inch tire and it was like changing gears from a 3.73
to a 3.55, so don't forget to consider your next set of tires.
 
Since 15 inch tires are getting scarce I may go with 17 or 18 inch wheels. I'll try to keep the 27" OD on the tire, though. It fits the wheel wells really nicely. Years ago I was a tire salesman at Goodyear, I hope I've remembered everything I learned there about tires. Back then 16's were exotic, lol
 
Brian I know about the unavailability of headers for our vette engines, only way to get decent size primaries is to go with sidepipes and then only up to 1 3/4" if I recall correctly. That's one of the reasons I'm not going full bore race with this engine, the exhaust options just aren't there. As you say, that's one of the reasons the LS swap is so popular, better availability of headers. I'd love to see a video of the T/A racing one day.
 
Drawmain said:
Brian I know about the unavailability of headers for our vette engines, only way to get decent size primaries is to go with sidepipes and then only up to 1 3/4" if I recall correctly. That's one of the reasons I'm not going full bore race with this engine, the exhaust options just aren't there. As you say, that's one of the reasons the LS swap is so popular, better availability of headers. I'd love to see a video of the T/A racing one day.
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Reading other online Newsletters I subscribe too and Forums Street Racing IS IT IN 2015.
My 1970-1/2 T/A SHINE BRIGHT AGAIN.
 
I have yet to see a LSX knock off a Race Pontiac 455 & Race 572 BBC Street Racing Drawman.
Not saying it can't happen.
Never witnessed .
 
Just a little update, tuning with the EBL is going well. I will be needing 80 or 90 lb injectors to really get the best power out of this combo. Either that or really dial up the pressure with the stock injectors. 80 lb at 20psi at 85% duty cycle will support 375 hp, 90 lb at 14 psi will support 350 ish. Using the stock injectors will require close to 30 psi and I don't think the injector assemblies will handle that. I found a good Dana 44 out of an 82 on eBay, should be here Monday. My plan is to get that rebuilt with 3:54 gears, new speedo gears are already here for the 700r4. Interestingly enough, starting with a stock 305 Camaro tune, and changing the parameters for my injectors and c.i., the computer is pulling fuel throughout the lower VE ranges. Power is GOOD! Cold starts are fast, hot starts are instant. Hopefully after the rear end is sorted out I can get to a dyno and see what numbers I'm putting down. I'd like to do a run with the stock injectors, then one with the larger injectors to see the difference. The EBL has 8 slots for tunes so that shouldn't be hard to accomplish. I'll let y'all know what happens if/when I get it all done.
 
Brian just finished up my 3.54 rear end, just a few ends to tie off, cover bolts and a shipping pallet to get it back to me. Once I get that in I'll start work on the fueling system. After a TON of research I'm looking at parallel plumbing the injectors and going with 90lb at 15 to 20 psi off of a vacuum referenced regulator. All this will take some work and design time so don't hold your breath. I'm estimating a few months of design and mockups before I actually get it all together and working. That will pretty much kill off a head to head comparison of the differences between injector sizes, but I'm more interested on performance with the bigger injectors anyway. I may make a few runs on the dyno just to baseline the current setup to see what gains I get from the proposed mod. All this happens after the new rear is installed and I get a free moment to go dyno the car. I'll post the results when I get them. I don't want to spend too much time tweaking the tune on the current injectors since it will all change when I install the new system. Hopefully I'll be happy with the results.
 
90 lb injectors installed along with a VAFPR. Tuning has begun and the engine is liking the additional fuel at WOT. I'm running at 18psi which allows enough fuel to support 400 hp. As time progresses and I learn more about what my engine wants I'll post updates.
 
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