"Kinetic Engineering" 10 Second 305 TPI IROC...
01-20-2005, 08:09 PM
#1
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"Kinetic Engineering" 10 Second 305 TPI IROC...
Enjoy everyone!!! 
"Kinetic Engineering"
... "Tucked in among the 200 or so cars that make the pilgrimage to Mac's Ice Cream every Sunday night in Tewksbury Massachusetts, there's litte about Preston Smith's 1985 IROC to distinguish it in a sea of low-key cruisers. Sure, its wearing high-tech rims and skins, but for a generation of enthusiasts no longer able to save its nickels and dimes for 409's, replacing the forgettable factory wheels and tires is usually the first swap made in the pursuit of performance... even though most will never realize the potential of the speed-rated rubber. To Smith's credit, the Camaro's external alterations do extend beyond the rolling stock, but under the color-robbing glare of florescent street lights, the painstakingly applied Sikkens Brilliant Red Metallic is muted down to a dull burgandy not unlike a factory tone.
For all intents, the car assumes the identity of a well-maintained stocker. Even when Preston idles away, there's little to hint of more than emasculated factory power; in 1985, Detroit was on the cusp of a performance renaissance, but power was still all bells and whistles and mirrors, trick decals and hot exhaust notes. Its tought to sell a performance image when, as Smith's IROC illustrates, the top power source is an anemic 305cid small block.
Its tougher still to build a respectable street machine from such limited resources without abandoning the car's factory roots. As the crowd at Mac's intimates by its warm reception when the IROC eases onto the lot, though, Preston managed to do just that. In fact, during the past four years, he's pieced together and improved upon what may very well be the fastest 305-powered street IROC in the country, as evidenced by a growing number of 10-second time slips. On D.O.T. street tires. Through the mufflers.
As Preston pointed out, the IROC's displacement wasn't an issue, but like most horsepower-hungry consumers, he was stymied by Chevrolet's seeming inability to pull horsepower out of diminutive engine blocks. "My original intent was to build an American car with a small, limited-displacement block that could be the cornerstone to a real street driven performance car. You see imported exotics doing it all the time, it bothered me that we couldn't do the same thing here".
To see what the stocker was really capeable of, Smith first revamped the original suspension. The front underpinnings were adjusted for negative camber alignment with a 1/8-inch toe-in, then Preston started replacing parts out back. The stock torque arm was swapped for a fully boxed unit and lower rear links, along with a tubular panhard rod. and progressive-wound springs. All bushings front and back were replaced with polyurethane parts, and stock shocks were trashed in favor of adjustable Koni oscillators. Global West tubular subframe connectors tie the car together. The rear brakes were also swapped for 12-3/16-inch Wilwood discs.
Now that the car was capeable of pushing the envelope on its less-than-steller potential, Preston began to up the ante under the hood. Electing to stay with the high-tech electronic fuel injection, he weighed his options and decided that the best way to meet his goals without sacrificing the car's street-driven capability or gas mileage was with a supercharger. "That way, I wouldn't have to put in a large overlap cam or higher compression". Rather than bust down the original, Preston bolted together a 1990-vintage 305 with splayed four-bolt mains while he continued to drive the IROC. The improved block was fitted with a forged crank, J.E. .030-inch-over hypereutectic pistons (with the tops ceramic-coated by Swain). Mechart stainless steel boxed rods and a Lingenfelter 272 hydraulic roller cam.
Cognizant of the need for the 305 to breathe, Smith topped the block with Air Flow Research Stage One street aluminum heads equipped with stainless steel roller rocker arms and big ceramic-coated valves. They're tied together by Arizona Speed Marine oversize runners connected to an Extrude-honed manifold base; the upper plenum has been ported and matched to the runners. An ASM 52mm throttle body with airfoil (flowing 750 cfm) and Bosch injectors (30 lb/hr) round out the induction.
Oh, yes, there's the matter of that Vortech supercharger - and the 16 pounds of boost Preston has dialed into it. Recognizing the potential side effects of such a highly squeezed intake charge, Smith fabricated a custom air-to-liquid intercooler with its own pump and radiator system; subsequent track testing revealed the intercooler was good for about 35 horsepower. Preston reins in the supercharger with an MSD boost retard; an MSD 6AL two-step spark intensifier is also employed, along with the stock (albeit indexed) distributor and Moroso heli-wound plug wires. An ACCEL power processor helps out the on-board computer system. The estimated power is approximately 550 hp at the flywheel.
That kind of power will cripple a stock driveline in short order, so the stock automatic was replaced with a 700-R4 modified by CJM Racing Transmissions utilizing B&M internals and an Art Carr 10-inch, 2500rpm stall-speed non-lockup torque converter. It all ties into a 3.54:1-geared Dana 44 which, even equipped with Moser axles, became the car's Achille's heel.
"At New England Dragway last summer, I jumped down into the low-1.5 second 60-foot times", Preston recollected. "Normally, that isn't a problem, but with a 3500-pound car, it is. I popped the spider gears inside the housing because the axle tubes were flexing. We're in the process of fitting the car with a nine-inch differential with 3.70 gears and a Detroit Locker and 35-spline axles. I even had to brace the back of the housing!".
Smith also intends to send the entire intake system-air plenum, runners, lower intake manifold and cylinder heads - to Extrude-Hone, where the whole package will be port-matched. "It should be good for about 20 hp" Preston noted. "It doesn't sound like much, but on this kind of car you can't achieve big power gains in a single step. All the easy things have already been done". The extra ponies should be enough to drop the 3745-pound (with driver) machine well into the 10-second time zone. It's already turned in a best of 10.975 on D.O.T.-approved 275/60-15 M&H tires; changing to slicks has lowered the times to 10.86, although the speed drops off a bit (125.3 versus 126.7 mph) "because the D.O.T. tires are more flexible, and tend to 'grow' a bit more at the top end...."
...."I did test it once at the track without changing anything", he pointed out. "With a full tank of gas, it weighed in at just under 3850 pounds. It still turned 11.7 seconds on the 255/50-16ZR Bridgestone RE-71 tires, although I did have to retard it way back for the street gas".
Setting the car up for the track is a simple operation; Preston removes the front sway bar, sets the adjustable front shocks to "full soft", and adds a pair of 1-1/2 inch spacers to each rear spring to keep the Camaro from squatting under acceleration. The car runs a full exhaust - from Hedman 1-5/8-inch primary tube headers and Burns 2-1/2-inch merge collectors to dual 2-1/2-inch exhaust pipes and Sonic Turbo mufflers - at all times.
It also runs cruise control and a 150-watt Fosgate "punch system" stereo, attesting to its street nature. "Thats what really attracts attention", Preston admits. "This is the most streetable fast car most people have ever seen - they look in back and see those big 12-inch woofers and can't believe that it goes as fast as it does at the track in essentially the same trim. I get 10 seconds in the quarter mile - and 17 miles per gallon out on the highway". - Super Chevy March'94
"Kinetic Engineering"
... "Tucked in among the 200 or so cars that make the pilgrimage to Mac's Ice Cream every Sunday night in Tewksbury Massachusetts, there's litte about Preston Smith's 1985 IROC to distinguish it in a sea of low-key cruisers. Sure, its wearing high-tech rims and skins, but for a generation of enthusiasts no longer able to save its nickels and dimes for 409's, replacing the forgettable factory wheels and tires is usually the first swap made in the pursuit of performance... even though most will never realize the potential of the speed-rated rubber. To Smith's credit, the Camaro's external alterations do extend beyond the rolling stock, but under the color-robbing glare of florescent street lights, the painstakingly applied Sikkens Brilliant Red Metallic is muted down to a dull burgandy not unlike a factory tone.
For all intents, the car assumes the identity of a well-maintained stocker. Even when Preston idles away, there's little to hint of more than emasculated factory power; in 1985, Detroit was on the cusp of a performance renaissance, but power was still all bells and whistles and mirrors, trick decals and hot exhaust notes. Its tought to sell a performance image when, as Smith's IROC illustrates, the top power source is an anemic 305cid small block.
Its tougher still to build a respectable street machine from such limited resources without abandoning the car's factory roots. As the crowd at Mac's intimates by its warm reception when the IROC eases onto the lot, though, Preston managed to do just that. In fact, during the past four years, he's pieced together and improved upon what may very well be the fastest 305-powered street IROC in the country, as evidenced by a growing number of 10-second time slips. On D.O.T. street tires. Through the mufflers.
As Preston pointed out, the IROC's displacement wasn't an issue, but like most horsepower-hungry consumers, he was stymied by Chevrolet's seeming inability to pull horsepower out of diminutive engine blocks. "My original intent was to build an American car with a small, limited-displacement block that could be the cornerstone to a real street driven performance car. You see imported exotics doing it all the time, it bothered me that we couldn't do the same thing here".
To see what the stocker was really capeable of, Smith first revamped the original suspension. The front underpinnings were adjusted for negative camber alignment with a 1/8-inch toe-in, then Preston started replacing parts out back. The stock torque arm was swapped for a fully boxed unit and lower rear links, along with a tubular panhard rod. and progressive-wound springs. All bushings front and back were replaced with polyurethane parts, and stock shocks were trashed in favor of adjustable Koni oscillators. Global West tubular subframe connectors tie the car together. The rear brakes were also swapped for 12-3/16-inch Wilwood discs.
Now that the car was capeable of pushing the envelope on its less-than-steller potential, Preston began to up the ante under the hood. Electing to stay with the high-tech electronic fuel injection, he weighed his options and decided that the best way to meet his goals without sacrificing the car's street-driven capability or gas mileage was with a supercharger. "That way, I wouldn't have to put in a large overlap cam or higher compression". Rather than bust down the original, Preston bolted together a 1990-vintage 305 with splayed four-bolt mains while he continued to drive the IROC. The improved block was fitted with a forged crank, J.E. .030-inch-over hypereutectic pistons (with the tops ceramic-coated by Swain). Mechart stainless steel boxed rods and a Lingenfelter 272 hydraulic roller cam.
Cognizant of the need for the 305 to breathe, Smith topped the block with Air Flow Research Stage One street aluminum heads equipped with stainless steel roller rocker arms and big ceramic-coated valves. They're tied together by Arizona Speed Marine oversize runners connected to an Extrude-honed manifold base; the upper plenum has been ported and matched to the runners. An ASM 52mm throttle body with airfoil (flowing 750 cfm) and Bosch injectors (30 lb/hr) round out the induction.
Oh, yes, there's the matter of that Vortech supercharger - and the 16 pounds of boost Preston has dialed into it. Recognizing the potential side effects of such a highly squeezed intake charge, Smith fabricated a custom air-to-liquid intercooler with its own pump and radiator system; subsequent track testing revealed the intercooler was good for about 35 horsepower. Preston reins in the supercharger with an MSD boost retard; an MSD 6AL two-step spark intensifier is also employed, along with the stock (albeit indexed) distributor and Moroso heli-wound plug wires. An ACCEL power processor helps out the on-board computer system. The estimated power is approximately 550 hp at the flywheel.
That kind of power will cripple a stock driveline in short order, so the stock automatic was replaced with a 700-R4 modified by CJM Racing Transmissions utilizing B&M internals and an Art Carr 10-inch, 2500rpm stall-speed non-lockup torque converter. It all ties into a 3.54:1-geared Dana 44 which, even equipped with Moser axles, became the car's Achille's heel.
"At New England Dragway last summer, I jumped down into the low-1.5 second 60-foot times", Preston recollected. "Normally, that isn't a problem, but with a 3500-pound car, it is. I popped the spider gears inside the housing because the axle tubes were flexing. We're in the process of fitting the car with a nine-inch differential with 3.70 gears and a Detroit Locker and 35-spline axles. I even had to brace the back of the housing!".
Smith also intends to send the entire intake system-air plenum, runners, lower intake manifold and cylinder heads - to Extrude-Hone, where the whole package will be port-matched. "It should be good for about 20 hp" Preston noted. "It doesn't sound like much, but on this kind of car you can't achieve big power gains in a single step. All the easy things have already been done". The extra ponies should be enough to drop the 3745-pound (with driver) machine well into the 10-second time zone. It's already turned in a best of 10.975 on D.O.T.-approved 275/60-15 M&H tires; changing to slicks has lowered the times to 10.86, although the speed drops off a bit (125.3 versus 126.7 mph) "because the D.O.T. tires are more flexible, and tend to 'grow' a bit more at the top end...."
...."I did test it once at the track without changing anything", he pointed out. "With a full tank of gas, it weighed in at just under 3850 pounds. It still turned 11.7 seconds on the 255/50-16ZR Bridgestone RE-71 tires, although I did have to retard it way back for the street gas".
Setting the car up for the track is a simple operation; Preston removes the front sway bar, sets the adjustable front shocks to "full soft", and adds a pair of 1-1/2 inch spacers to each rear spring to keep the Camaro from squatting under acceleration. The car runs a full exhaust - from Hedman 1-5/8-inch primary tube headers and Burns 2-1/2-inch merge collectors to dual 2-1/2-inch exhaust pipes and Sonic Turbo mufflers - at all times.
It also runs cruise control and a 150-watt Fosgate "punch system" stereo, attesting to its street nature. "Thats what really attracts attention", Preston admits. "This is the most streetable fast car most people have ever seen - they look in back and see those big 12-inch woofers and can't believe that it goes as fast as it does at the track in essentially the same trim. I get 10 seconds in the quarter mile - and 17 miles per gallon out on the highway". - Super Chevy March'94
01-20-2005, 08:36 PM
#2
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Car: 1987 Camaro Z28
Engine: 335 TPI Stroker
Transmission: Tremec TKO 500
Axle/Gears: 10 bolt / 3.42
Prestons car is awesome, everytime I go to the track he's there, he gives me a nod and goes about his business. His car is the cleanest most well put together 3rd gen I've ever seen.
Also, its not a "305" per say... its actually a 4" bore with a 3" stroke block that displaces 305ci.
Thanks for the article!!!
PS he likes my car
Also, its not a "305" per say... its actually a 4" bore with a 3" stroke block that displaces 305ci.
Thanks for the article!!!
PS he likes my car
01-20-2005, 08:40 PM
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Car: 1987 Camaro Z28
Engine: 335 TPI Stroker
Transmission: Tremec TKO 500
Axle/Gears: 10 bolt / 3.42
Here's some pics, he has now run a best of 9.92 @ 137mph, and is now turbo
Last edited by TunedPort 335; 01-20-2005 at 08:50 PM.
01-20-2005, 09:05 PM
#4
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Thread Starter
Originally posted by TunedPort 335
Also, its not a "305" per say... its actually a 4" bore with a 3" stroke block that displaces 305ci.
Also, its not a "305" per say... its actually a 4" bore with a 3" stroke block that displaces 305ci.
But remember though, when the article was written in 1994.... Preston went with a 1990 305 block, utilizing a Vortech supercharger (I'll try and scan some of the pics from the magazine later on tonight)....
From the pics that you have shared with us, Preston, today, is now running an intercooled turbo... with more than likely an entirely different 305 block, as opposed to the one that was used during the time of this article.
Either way, what an accomplishment!
01-20-2005, 09:42 PM
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Car: 1987 Camaro Z28
Engine: 335 TPI Stroker
Transmission: Tremec TKO 500
Axle/Gears: 10 bolt / 3.42
Originally posted by TPI-454
Very nice pics, thanks!
But remember though, when the article was written in 1994.... Preston went with a 1990 305 block, utilizing a Vortech supercharger (I'll try and scan some of the pics from the magazine later on tonight)....
From the pics that you have shared with us, Preston, today, is now running an intercooled turbo... with more than likely an entirely different 305 block, as opposed to the one that was used during the time of this article.
Either way, what an accomplishment!
Very nice pics, thanks!
But remember though, when the article was written in 1994.... Preston went with a 1990 305 block, utilizing a Vortech supercharger (I'll try and scan some of the pics from the magazine later on tonight)....
From the pics that you have shared with us, Preston, today, is now running an intercooled turbo... with more than likely an entirely different 305 block, as opposed to the one that was used during the time of this article.
Either way, what an accomplishment!
Definitely a great accomplishment
01-21-2005, 09:00 AM
#6
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Car: 92 Z28
Engine: Boosted LSX
prestons setup for reference.
I BS with him via e-mail now and then.
This is his last know setup when I talked to him
Vehicle is modified to improve in five areas: Acceleration, Braking, Handling, Ride, and Appearance, while maintaining original Eng. Disc. and 4-speed O.D. transmission with some compromises, while being driven a minimum of 8k miles/year and obtaining 20 MPG.
TECH SPEC’S
BLOCK- Bowtie 4.025” bore x 3.0” stroke-305 cu/in.
RODS- Crower 6”
PISTONS- J.E. 8.25 C.R.
CAM- Crower hyd. roller 114° L.S.- .520” lift.
HEADS- Trickflow G2 - 2.02” int. (275 CFM) – 1.6” exh. (210 cfm)
INTAKE- LOWER Stock, extrude honed.
RUNNERS- A.S.M. TPI
PLENUM- Stock, extensively modified.
THROTTLE BODY- A.S.M. 58 mm.
INDUCTION
TURBO- Innovative GT-76 ball bearing Q-Trim.
INTERCOOLER- Spearco air-to-air with 3” Alum. Tubing
FUEL SYSTEM
FUEL TANK- 1 LE tank with a 255 liter intank pump 5/8” pickup line installed connected to aux. pump
AUX PUMP- Weldon 2025A
LINES - Both pumps into Y-block inlet, single stock 3/8” line on outlet to stock fuel rails thru Weldon press. reg. to 3/8” return line. Aux. pump activated by 1 PSI Hobbs switch. Flow with fuel reg. set at 80 psi@12V is 105 gal/hr at return line.
INJECTORS- Siemens 83 lb inj’s.
E.C.U.
ENGINE- - Electromotive WinTEC 2
TRANSMISSION- TCI T-Com
DRIVETRAIN
CONVERTER- Vigilante 9 ½” 2500 rpm stall with a 5 clutch lockup.
TRANSMISSION -Upgraded 4L80E with tailshaft housing for torque arm
DRIVESHAFT- Denny’s 3 1/2” matrix alum. with 1350 U-joints.
REAR-END- KTRE 12 bolt with Tom’s H.D. Eaton posi and 3.42 gears turning Moser 30 spline axles. 9 ½” alum. brake drums with dual secondary shoes and 1” wheel cyl’s.
RIMS- (F) Weld Pro Star XP 16”x 9”x 5 ½ ” B.S.
(R) Weld Pro Star XP 15”x 9”x 5 ½ “ B.S.
CHASSIS
K-MEMBER- P.A. tubular
SUBFRAME CONN- Global West tubular, welded entire length both sides. Tubular transmission crossmember welded to subframe connectors which moved the instant center back 11”
SUSPENSION
FRONT- Morrison coilovers, Koni adjustable shocks with modified stock lower control arms (better ride). Stock 1 7/16” tubular front swaybar with poly-u Wilwood 12.19” rotors – billet Dynalite calipers – alum. hubs.bushings.
REAR- Boxed stock torque arm (no poly-u bushing and no pinion adj.) Tubular lower control arms.Tubular panhard and upper panhard brace, stock swaybar with Koni adj. shocks.
OTHER
180A Alternater.
Rear mounted drycell battery.
130W Alpine sound system with two 12” woofers. on hinged rear panel.
Power steering, Power brakes, Power windows
Cruise control
Dupont Bright Red metallic, clearcoated finish.
His Old Track Time with a Vortech Supercharger were
STREET / RACE
WEIGHT
3610 lbs / 3600 lbs
(with driver and ¼ tank of fuel)
FRONT / REAR
53/47 / 53/47
(stock 57/43)
BOOST
16 PSI / 25 PSI
FUEL
93 octane / 117 octane
TIRES
(F)BFG 255/50 ZR BFG 255/50 ZR
(R)BFG 275/60 D.R. MT 28/12.5 DOT
PRESENT
10.92@126 / 9.92@136
1.5 60ft / 1.40 60ft
GOAL
10.65@126 / 9.65@140
1.50 60ft / 1.35 60ft
Here are a few pictures I have of his car. Deff. a sleeper!!
http://www.cecoatings.com/images/oth...oCars/preston/
I BS with him via e-mail now and then.
This is his last know setup when I talked to him
Vehicle is modified to improve in five areas: Acceleration, Braking, Handling, Ride, and Appearance, while maintaining original Eng. Disc. and 4-speed O.D. transmission with some compromises, while being driven a minimum of 8k miles/year and obtaining 20 MPG.
TECH SPEC’S
BLOCK- Bowtie 4.025” bore x 3.0” stroke-305 cu/in.
RODS- Crower 6”
PISTONS- J.E. 8.25 C.R.
CAM- Crower hyd. roller 114° L.S.- .520” lift.
HEADS- Trickflow G2 - 2.02” int. (275 CFM) – 1.6” exh. (210 cfm)
INTAKE- LOWER Stock, extrude honed.
RUNNERS- A.S.M. TPI
PLENUM- Stock, extensively modified.
THROTTLE BODY- A.S.M. 58 mm.
INDUCTION
TURBO- Innovative GT-76 ball bearing Q-Trim.
INTERCOOLER- Spearco air-to-air with 3” Alum. Tubing
FUEL SYSTEM
FUEL TANK- 1 LE tank with a 255 liter intank pump 5/8” pickup line installed connected to aux. pump
AUX PUMP- Weldon 2025A
LINES - Both pumps into Y-block inlet, single stock 3/8” line on outlet to stock fuel rails thru Weldon press. reg. to 3/8” return line. Aux. pump activated by 1 PSI Hobbs switch. Flow with fuel reg. set at 80 psi@12V is 105 gal/hr at return line.
INJECTORS- Siemens 83 lb inj’s.
E.C.U.
ENGINE- - Electromotive WinTEC 2
TRANSMISSION- TCI T-Com
DRIVETRAIN
CONVERTER- Vigilante 9 ½” 2500 rpm stall with a 5 clutch lockup.
TRANSMISSION -Upgraded 4L80E with tailshaft housing for torque arm
DRIVESHAFT- Denny’s 3 1/2” matrix alum. with 1350 U-joints.
REAR-END- KTRE 12 bolt with Tom’s H.D. Eaton posi and 3.42 gears turning Moser 30 spline axles. 9 ½” alum. brake drums with dual secondary shoes and 1” wheel cyl’s.
RIMS- (F) Weld Pro Star XP 16”x 9”x 5 ½ ” B.S.
(R) Weld Pro Star XP 15”x 9”x 5 ½ “ B.S.
CHASSIS
K-MEMBER- P.A. tubular
SUBFRAME CONN- Global West tubular, welded entire length both sides. Tubular transmission crossmember welded to subframe connectors which moved the instant center back 11”
SUSPENSION
FRONT- Morrison coilovers, Koni adjustable shocks with modified stock lower control arms (better ride). Stock 1 7/16” tubular front swaybar with poly-u Wilwood 12.19” rotors – billet Dynalite calipers – alum. hubs.bushings.
REAR- Boxed stock torque arm (no poly-u bushing and no pinion adj.) Tubular lower control arms.Tubular panhard and upper panhard brace, stock swaybar with Koni adj. shocks.
OTHER
180A Alternater.
Rear mounted drycell battery.
130W Alpine sound system with two 12” woofers. on hinged rear panel.
Power steering, Power brakes, Power windows
Cruise control
Dupont Bright Red metallic, clearcoated finish.
His Old Track Time with a Vortech Supercharger were
STREET / RACE
WEIGHT
3610 lbs / 3600 lbs
(with driver and ¼ tank of fuel)
FRONT / REAR
53/47 / 53/47
(stock 57/43)
BOOST
16 PSI / 25 PSI
FUEL
93 octane / 117 octane
TIRES
(F)BFG 255/50 ZR BFG 255/50 ZR
(R)BFG 275/60 D.R. MT 28/12.5 DOT
PRESENT
10.92@126 / 9.92@136
1.5 60ft / 1.40 60ft
GOAL
10.65@126 / 9.65@140
1.50 60ft / 1.35 60ft
Here are a few pictures I have of his car. Deff. a sleeper!!
http://www.cecoatings.com/images/oth...oCars/preston/
01-21-2005, 10:01 AM
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This car is great. It's one of the first irocs that really caught my attention. I have a few questions about it for anyone that knows:
1 - Why such a short stroke? From what I understand, turbos like stroke more than bore and I can only imagine that his bowtie block can handle way more than he's running.
2 - Are those headers custom built or off the shelf?? They look like the shape of your standard block hugger shorties, but the flange looks unique.
1 - Why such a short stroke? From what I understand, turbos like stroke more than bore and I can only imagine that his bowtie block can handle way more than he's running.
2 - Are those headers custom built or off the shelf?? They look like the shape of your standard block hugger shorties, but the flange looks unique.
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01-21-2005, 10:19 AM
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Car: 92 Z28
Engine: Boosted LSX
I belive he did the bore/stroke to stay in the class he races.
the headers are cutsom made.
Your the guy who builds headers and such right? did you do twin turbo headers ages ago in a yellow camaro with no accessories/intake etc? If you I e-mailed you AGES ago on building headers like prestons.
the headers are cutsom made.
Your the guy who builds headers and such right? did you do twin turbo headers ages ago in a yellow camaro with no accessories/intake etc? If you I e-mailed you AGES ago on building headers like prestons.
01-21-2005, 01:13 PM
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Originally posted by TPl383
Your the guy who builds headers and such right? did you do twin turbo headers ages ago in a yellow camaro with no accessories/intake etc? If you I e-mailed you AGES ago on building headers like prestons.
Your the guy who builds headers and such right? did you do twin turbo headers ages ago in a yellow camaro with no accessories/intake etc? If you I e-mailed you AGES ago on building headers like prestons.
01-21-2005, 06:28 PM
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Car: 88GTAnotchbac/91 -Z/66 Chevelle
Engine: All strokers
Transmission: Pro built 700r4's
Tha happens to be the second 305 that I have read about running in the 10's supercharged. There was guy about 4 or 5 years ago that did this with his Camaro happened to be on the cover of GM High Tec.
Is this the same guy ??
Rob
Is this the same guy ??
Rob
01-21-2005, 06:48 PM
#12
I could be wrong, but he is the only one I remember in GM HighTech, with a 305, that fast. His car was not on the cover, but on the top of the cover it says "Blown" 9-SECOND' 85 IROC. Its the May 98 issue, I have it right here in front of me.
07-10-2005, 12:52 AM
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Car: 1986 Z-28 Camaro
Engine: 355
Transmission: T-5
Not to disrespect the car, because it does sound like a pretty sweet machine... but... if it is a 4" bore, it's really not THAT special for him to be running tens. It's very fast, don't get me wrong, but there are more than a few mustangs doing the same thing.
Again, no disrespect intended - it sounds like a beauty.
Again, no disrespect intended - it sounds like a beauty.
07-10-2005, 11:23 AM
#14
Originally posted by Rob116
Not to disrespect the car, because it does sound like a pretty sweet machine... but... if it is a 4" bore, it's really not THAT special for him to be running tens. It's very fast, don't get me wrong, but there are more than a few mustangs doing the same thing.
Again, no disrespect intended - it sounds like a beauty.
Not to disrespect the car, because it does sound like a pretty sweet machine... but... if it is a 4" bore, it's really not THAT special for him to be running tens. It's very fast, don't get me wrong, but there are more than a few mustangs doing the same thing.
Again, no disrespect intended - it sounds like a beauty.
09-16-2007, 07:22 PM
#15
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Location: Bertram (outside Austin), TX
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Car: 87 GTA
Engine: L98
Transmission: 700R4
Axle/Gears: Dana M78 3.27 posi
Re: "Kinetic Engineering" 10 Second 305 TPI IROC...
The key is the bore-to-stroke ratio. 305 is just a number, like 350. Give 350 a better ratio, and they'll improve too.
02-15-2008, 11:56 AM
#16
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Location: NYTHIRDGEN
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Car: 1989 T/A
Engine: PROCHARGED LB9
Transmission: FB BUILT 700r4 2200 stall
Axle/Gears: 10 BOLT EATON 3:73 POSI
Re: "Kinetic Engineering" 10 Second 305 TPI IROC...
bump,, back from the dead.
05-13-2008, 09:34 AM
#18
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Car: 1989 T/A
Engine: PROCHARGED LB9
Transmission: FB BUILT 700r4 2200 stall
Axle/Gears: 10 BOLT EATON 3:73 POSI
Re: "Kinetic Engineering" 10 Second 305 TPI IROC...
that car is awesome. what ever happened to this guy? he dissapered like willie i guess.. oh well, but yeah youre right street. him, willie and z daddy can run 10's and 9's why cant i? zdaddy was doing it on stock heads too for a while. but im just aiming for mid to low 12's, just enough to really **** off lsx guys on the street in short light to light runs. hhmm,, maybe i should open up my tpi?
05-13-2008, 09:43 AM
#19
Re: "Kinetic Engineering" 10 Second 305 TPI IROC...
Bandit, just go the route that I'm going, turbo. When you guys come out here for one of our next meets, check out my setup, see how "expensive" it really is (it isn't), and go for it....
Edit: Scratch that, as I see you already have the supercharger waiting to be installed. Low twelves will not be a problem. Symmetry is the key, as well as tuning, you'll more than accomplish your goals....
Edit: Scratch that, as I see you already have the supercharger waiting to be installed. Low twelves will not be a problem. Symmetry is the key, as well as tuning, you'll more than accomplish your goals....
Last edited by Street Lethal; 05-13-2008 at 09:46 AM.
05-13-2008, 10:39 AM
#20
Re: "Kinetic Engineering" 10 Second 305 TPI IROC...
That is a nice setup. The 4" bore lets the motor breath easier. Plus with the heads and valves he is running I'm not sure he would have the cylinder wall clearance he would need with the standard 305 bore.
05-16-2008, 03:50 PM
#21
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Car: 1987 Camaro IROC-Z
Engine: 305 TPI
Transmission: T5 currently
Axle/Gears: 10-bolt Moser/Richmond 2.73
Re: "Kinetic Engineering" 10 Second 305 TPI IROC...
that car is awesome. what ever happened to this guy? he dissapered like willie i guess.. oh well, but yeah youre right street. him, willie and z daddy can run 10's and 9's why cant i? zdaddy was doing it on stock heads too for a while. but im just aiming for mid to low 12's, just enough to really **** off lsx guys on the street in short light to light runs. hhmm,, maybe i should open up my tpi?
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