What do I need to do to get this thing to run 10.0's? Sorry long post.

if you dont want nos and want to stay on motor i would call charlie evans and send the heads and intake and let him do him do his magic
i dont know what it will cost but i can give you his # it is all in how much you can spend. do you have a limit in mind?
plus if you can run a smaller slick it will be lighter and should pick some [if it will hook] mabe a 28x10.5 or a 29.5x10.5
that would change the gear and hopefully pick your 60' up

4thHorseman wrote:I'd lean towards more cam and a better converter matched to the more agressive camshaft. The P-51's flow well up into the mid 700's on the lift and would do better having the valves yanked open faster. My old C6 tci super street fighter converter had retarded slippage in the top. According to mph/rear gearing/tire size and rpm in the traps it was over 11%.

I just ran some calculations and if I'm doing these right I'm getting 9-10% slippage at 6500 rpm and 130 mph. Lenny at UCC said his converter would only slip 4% so that would theoretically put me at 137 mph. Does that sound realistic? I was always thinking the converter would help the most in the first 1/2 of the track but I wasn't thinking about slippage. That seems like a huge jump.

512Fairlane wrote:

richter69 wrote:is alky a consideration?

I'd consider anything. Did you pick up a lot when you switched?

every combo is different, in everything "I" have put alky on its gone faster. I doubt it would make that big of a difference, but heavy car + tight converter would benefit from the torque. Most bracket racers like alky for the consitancy and the cooling, the power gain is just a plus.

Not knowing what you have for a fuel system it could not be a cheap upgrade, hell drag it down here we'll do some testing, I have a bunch of alky stuff at my disposal............

512Fairlane wrote:

4thHorseman wrote:I'd lean towards more cam and a better converter matched to the more agressive camshaft. The P-51's flow well up into the mid 700's on the lift and would do better having the valves yanked open faster. My old C6 tci super street fighter converter had retarded slippage in the top. According to mph/rear gearing/tire size and rpm in the traps it was over 11%.

I just ran some calculations and if I'm doing these right I'm getting 9-10% slippage at 6500 rpm and 130 mph. Lenny at UCC said his converter would only slip 4% so that would theoretically put me at 137 mph. Does that sound realistic? I was always thinking the converter would help the most in the first 1/2 of the track but I wasn't thinking about slippage. That seems like a huge jump.

thats a lot of slip for such a tight unit...in a nutshell......not efficient.

richter69 wrote:

512Fairlane wrote:

4thHorseman wrote:I'd lean towards more cam and a better converter matched to the more agressive camshaft. The P-51's flow well up into the mid 700's on the lift and would do better having the valves yanked open faster. My old C6 tci super street fighter converter had retarded slippage in the top. According to mph/rear gearing/tire size and rpm in the traps it was over 11%.

I just ran some calculations and if I'm doing these right I'm getting 9-10% slippage at 6500 rpm and 130 mph. Lenny at UCC said his converter would only slip 4% so that would theoretically put me at 137 mph. Does that sound realistic? I was always thinking the converter would help the most in the first 1/2 of the track but I wasn't thinking about slippage. That seems like a huge jump.

thats a lot of slip for such a tight unit...in a nutshell......not efficient.

Jon how much does your converter slip or what is your rpm thru the traps, tire size, and mph? I'm curious if Lenny's 4% is a realistic number.

torkair wrote: I think he should be able to knock of those 3 tenths with head and intake work as well as a bit more spacer, if the work is done at a shop then it gets expensive really fast but doing it yourself can save a boatload of cash in the long run.

sure you can and you can also touch them in the wrong place and totally ruine a pair of heads also.... and not even know you did..... without a flow bench do not touch them at all......




Randy

have not run the car through the 1/4 with the glide and new converter...I cross the 1/8 at 6700 and she aint getting started at that rpm.....and the converter is still catching up....so slip numbers go out the door.


My c4 combo used a 9" converter that was too loose (8-9% slip) and still worked like a mofo.

If the converter he specd was one of these new metric deals they have a lot going for them, when those who said my combo would slow down it in fact went faster............I know the taller 1st gear of the glide helped........but also I had Lenny build me an awsome converter to tie the package altogether.

I'll have some 1/4 mile numbers this weekend.

I saw some numbers a guy posted on that other forum. He was using a UCC 9" converter and a glide. Based on his tire size, gear, RPM thru the lights and MPH he had exactly 4% slippage using the same calculations I was using. I talked to a friend today who has a data logger. Based on engine rpm versus drive shaft rpm his was right at 4% as well. Man I need some cash. It will be interesting to see what your numbers look like Jon. Anyone have a C-6 with a good converter that can post their MPH, RPM, Gear and tire height?

I'll have some 1/4 mile numbers this weekend.[/quote]

Are you going to the b vs f??

yep

I'll have some numbers after this weekend as well. I don't know how useful they'll be for you because my track is a mile high so I guess use whatever correction factor you feel is appropriate. Should be able at least to see a trend. I just pulled out the TCI converter for a UCC 9". Just looking to run a few grudge races Saturday at our local strip. One is vs. a '71 572 BBC Nova with an 8-71 Blower on it. Gonna spray on him like a skunk

I take it Lenny fixed you up?

4thHorseman wrote:I'll have some numbers after this weekend as well. I don't know how useful they'll be for you because my track is a mile high so I guess use whatever correction factor you feel is appropriate. Should be able at least to see a trend. I just pulled out the TCI converter for a UCC 9".

Cool. I'd love to hear how much that converter picks the car up.

Have you played with the timing carb jetting? Are you running an air cleaner? You have not sai what you have tried. Joe

torinojoe1971 wrote:Have you played with the timing carb jetting? Are you running an air cleaner? You have not sai what you have tried. Joe

Yes, I've played with jetting and air bleeds. I've had the timing up to 36 and down to 28. It seems to like 32 degrees. Jets are currently 86 primary and 88 secondary. They've been as high as 91's in the rear 88's in the front. I changed intermediate air bleeds to lean the intermediate circuit. Chassis wise I have changed front shocks from 90/10 down to 60/40. I went to the lowest hole in the front on my ladder bars. It was wheel standing violently and the rear tires were separating a lot from the rear wheelwell. Now it squats nice in the rear and carries the front tires about 6'' off the ground. Car still twists some but I really don't have much chassis adjustment left. It has leaf springs/ladder bars in the rear and the front is basically stock with some a-arm geometry improvements. I don't have an air cleaner but I do have a thunderbolt style air box that is fed by 4" hoses from the inner headlites. The air box alone was good for around 2 tenths on this motor. More on my old one.

richter69 wrote:I take it Lenny fixed you up?

Yes. Excellent customer service too.

I do run a UCC and its has about 3.5 slippage
28" tire 3.73 gear going thru at 6800 at 147

I got my new numbers. On the motor I picked up consistently .2 and 4mph with the UCC converter. On the spray I gained .4 and 5mph. The car ran its bests ever. DA was 7260 and motor pass was 11.3@120mph and nos was 10.3 @ 131mph. 60's were 1.62's leaving off the foot brake. The car has more in the 60' I know. Felt like the shooters are on the big side. It kinda felt lazy when I thomped it then cleaned up and ran well.

4thHorseman wrote:I got my new numbers. On the motor I picked up consistently .2 and 4mph with the UCC converter. On the spray I gained .4 and 5mph. The car ran its bests ever. DA was 7260 and motor pass was 11.3@120mph and nos was 10.3 @ 131mph. 60's were 1.62's leaving off the foot brake. The car has more in the 60' I know. Felt like the shooters are on the big side. It kinda felt lazy when I thomped it then cleaned up and ran well.

That's great to hear. Was the converter the only change you made? Did you spank that Chevy?

The nova chickened out. I don't want to get censored so my thought rymes with "kussy".


I swapped the TCI for the UCC and put the lower gearset in my C6. My gain was not in my 60'. I have run 1.62's before plenty. So I'm thinking after I get that sorted out the improvements should be larger. I'm really thinking the car should have mid 1.5's in it foot braking it, even with the rear gear set setup for nos. It was leaving pretty hard but was bouncing a bit, like loading/unloading repeatedly. I was grabbing 2nd on the shift light before it had settled down. It would initially do its 8" yank of the front tires, bronco, and go.

If you are looking for that 10 flat from where you're at now, I'd say a UCC would do it for you without any other changes.

Yeah I bet with some more suspension tuning you'll pick up some on the 60'. How high (rpm) can you hold it with the footbrake? I've got the low gearset also. It seemed to make a difference with my old 460 but I'm not sure its necessary for this motor. I've had it start spining with the front tires in the air with this combination. Usually does all right on a good starting line but if the track gets marginal I'm screwed. Figures that the Nova got scared.

I posted in the other thread, went 9.08 at 147 tonight. Shift at 7400, crossed at 7400, not sure how much to add for tire growth, but slip calc works out to about 4%

Where I usually shift at 6900, the rpm drop is like 1000rpm, at 7400 is 1400, just shows how well the converter locks up at higher rpm.

Flash stall was approx 5600.

richter69 wrote:I posted in the other thread, went 9.08 at 147 tonight. Shift at 7400, crossed at 7400, not sure how much to add for tire growth, but slip calc works out to about 4%

Where I usually shift at 6900, the rpm drop is like 1000rpm, at 7400 is 1400, just shows how well the converter locks up at higher rpm.

Flash stall was approx 5600.

I'm convinced. My next purchase will be a converter from Lenny. Anyone want to buy a TCI converter? LOL

512Fairlane wrote:I saw some numbers a guy posted on that other forum. He was using a UCC 9" converter and a glide. Based on his tire size, gear, RPM thru the lights and MPH he had exactly 4% slippage using the same calculations I was using. I talked to a friend today who has a data logger. Based on engine rpm versus drive shaft rpm his was right at 4% as well. Man I need some cash. It will be interesting to see what your numbers look like Jon. Anyone have a C-6 with a good converter that can post their MPH, RPM, Gear and tire height?

14x32 161mph 8.73 ,c6 tranz king converter

Well I broke down and did it. I called Lenny this morning and ordered up a new converter. We'll see how much of a difference it makes. Hopefully I'll have this thing running respectably at the Bash.