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Discussion Starter #3
Awesome! Your smiley face says it all. I have the 100 hp jets in it right now. I am afraid to hit it off the line with any more. My 383HSR NA is already tempting the limitations of my D36 rear end. I will try more but not off the line. I'm looking for a 10.XX slip once I can figure out how to spray more in 2nd & 3rd. It may involve some logic with the gear selector switch.

John
 

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383hsr with NX kit

what does hsr stand for?? and what kind of intake on you car?? looks like holley dual quad intake and a custom fab. sheet metal plenum. what size tb
and injectors????whats ur best time any other mods??? how much for Nos. thank u
 

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HSR stands for Holley Stealth Ram. That is the intake setup he has. It is a TPI replacement intake that can make big power, but does not clear the original hood in stock form. Looks great!
 

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that set up KICKS ASS! IM RUNNING A VERY SIMILAR COMBO!
hes useing a holley steath ram with one of the custom plenums I had made up, that clear a stock hood, Ive been useing a 200 & 250hp set of jets in a very similar intake set-up on my 11:1 cpr 383 with this cam,

http://www.cranecams.com/?show=browseParts&action=partSpec&partNumber=119661&lvl=2&prt=5
ported trickflow heads and hooker headers ,a full 3" exhaust, matched to a 3000rpm stall and 3.73 rear gears
it makes right at 480hp BEFORE the nitrous is used with that HSR, torque is off the scale once the nitrous is hit, street tires turn to instant smoke, add slicks and you twist off u-joints and half shafts with ease, so I general don,t hit the button till about 60mph and 4000rpm

before anyone asks IM out of them currently
 

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Discussion Starter #7
Yes Grumpy you are correct. Just like recognizing one of your children! Huh!
My set up is similiar to yours.
383, Dutweiller trickflow heads, 1-5/8" headers, 3" duals with flow masters, 3000 stall converter, HSR, 58 mm throttlebody, FMS 24lb/hr injectors, 3.07 gears, comp cams 276hr 224/230 @.050 .510/.520 lift, and now 100-250 NX.

I went to Gainesville in the fall and ran [email protected] Two weeks later I went to Rollins Automotive (also Gainesville) and dyno tuned it.
My base was 317rwhp/328rwt. After some more fuel and a little more timing it was 341rwhp / 353rwt. I still have more to go. I had a problem with my tuning software and had to stop there. That is now fixed and I'm ready for more tuning.

I will probably go with bigger cam, injectors and headers in the near future. 3.73 gears are a definite must! Those changes should put me in the low 11's N/A!

My goal was high 11's N/A. I figure I am pretty much there now so I have to re-think my strategy.

Anyway I usually take every opportunity to thank you for the plenum. It has made my goals achieveable, Thanks again! I am extremely happy to have it!
I can't tell you how many people have asked me for one!

Cheers!
John
 

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Discussion Starter #8
Grumpy,
You are also correct about the nitrous. I will not hit it off the line as I know very well that my D36 won't hold many sub 1.70 60' runs. If it grabs I will be walking home!

Thanks again!
John
 

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when you change injectors go to at LEAST 36# and 40# will be far better, IM running 36# and on the ragged edge of lean at upper rpms at 100% flow, and once you get the 3000rpm stall and 3.73:1 rear gears ID go with this cam
, if your serious about hp

http://www.crower.com/misc/cam_spec/cam_finder.php?part_num=00471&x=20&y=6

I tried it and it makes more mid and upper rpm power than my crane 119661 but its not as street friendly to drive so I sacrificed a few hp for drivability to use the crane design, (btw BOTH CAMS LOVE NITROUS)

8 injectors
.45 BSFC
80% duty cycle
40 psi fuel pressure

http://www.rceng.com/technical.htm

http://www.rbracing-rsr.com/fuelinjectors.htm

http://users.erols.com/srweiss/tableifc.htm
 

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keep in mind max torque is usually found at about an 12.6:1 air/fuel ratio
max economy at about 14.7:1 air/fuel ratio
and it takes X amount of fuel burnt efficiently to produce Y amount of power
you need to get it in, mixed,, lit off, burnt and scavagened out of the cylinder into a low restriction exhaust as fast and efficiently as possiable, that takes BOTH high flow and HIGH RPMS to maximize the number of power strokes per second, the problem, is that as the rpms increase , giving you those increased power strokes,the time available to fill and empty the cylinders gets far shorter, and the volumetric efficincy falls off rapidly after about 5000rpm even with a larger cam (which does help)

http://victorylibrary.com/mopar/cam-tech.htm

http://victorylibrary.com/mopar/nitrous-tech-c.htm
 

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Discussion Starter #11
I am really surprised that you are maxing out the 36# injectors. It doesnt seem like I am even close to that. I can flood it out with my 24's at around 55 psi. I am running open loop with the 165 ECM. I have 2 MAFs that I play with. One has no screens and the other has no screens or fins. I don't run the finless one because it runs lean with it. Very hard to tune it also. I bet I will experience maxing out the injectors alot more with the bigger cam, gears and larger headers. I am at least 40-50 flywheel hp down from you presently. I will pay more attention to my pulse widths during my wot runs.
You have me very curious now. I will look into it!

Thanks again,
John
 

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383hsr

hello john just a quick word don't do the 3:73 with the d-36
stick with 3:55's...if you do 3:73's use drag radials save your parts
the cam in question is not good for street use...to big. yes step up
to at least 30 to 36 pound injectors with that much nos...jarrod
 
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