I know its got more in it but right now I still owe the 60* store a thanks, and Ben for doing a sim and getting this cam pushrods and springs to me, because honestly its been surprising me every bit of the way, because honestly the valve train is all thats done to this motor... Cam/springs, 3 angle valve job, gasket matching, 65mm TB, and headers... thats bout it.
It took a little while to get the car to do what it should do, but that was mainly due to tuning and whatnot but now that I have that dialed in more its running great.
Hell I drove it to Epping Dragway this last weekend... 2hr ride there at 6am, got there unloaded everything and in about 1 1/2 hrs I was already being called to the track, run one was a
14.177@96.64 Weighed in at 3120lbs, so I lightened it up by removing some other stuff, got it down to a whopping 3070. Following two runs were a
14.983@98.61 and a
14.961@98.39... I don't like the right lane...
I bring the car back around because the ABS light is on, so I start looking and find out I blew the fusable link from the alternator, so I make up a wire to run from there to the battery for the rest of the weekend... problem solved, voltage fixed
Go back around in the left lane and hit the sweet spot,
r/t: .078
60': 2.091
330': 5.883
1/8: 9.006
mph: 79.04
1000': 11.699
1/4: 13.996
mph: 98.06
That was the ONE time I got the street tires to hook up enough to pull a good 60' time. Few more runs after that,
14.200@97.98 14.116@97.84 14.082@97.67 2.26 2.23 and 2.12 60' times in the same order... so yeah thats where my issue is.
I then drive to the hotel, and the go out for Mexican, Get asked if my car is a Honda by all the spanish guys at the restaurant, and if I was selling it... LOL... I then go to the hotel and give me and the car its much needed rest.
Following day, First run right out of the box at 10am fresh track, they wanted us to warm it up for the event that day,
14.091@97.53 2.13 60' Then swapped over to my ported 3100 upper intake to see what happens,
14.163@97.45 2.15 60' so no definate answer on which one is currently better... Switched back to the 3500 plenum, and got the fastest for the day,
14.006@98.28 2.11 60' and then the last run for the day
14.232@97.04 2.15 60' and looking at the log the car started to run lean, 13.0 a/f numbers, Not sure if its a result of my tank being just above 1/4 or if it's something else going on... fuel pump dying or injectors getting over tasked so they are ready to fail... After that run I quit for the day.
Stayed at the hotel for one more night and then proceeded to put 140+ miles on the car the following day, going across NH and Mass just to do some driving around, Car drove great that day.
So all and all I have a decent driveline that can cruse around and leaf peep, and also roll 13's at the strip. I'm rather impressed with this car.
Car will be getting its final stage of work this winter and be fully painted and show ready... The motor will also be run through for wear, and so will the trans. After a full season of running it hard at 3 different events and spinning the motor in up wards of 6800 RPM I figure the lower end needs to be checked over to be sure nothing is going wrong.
Next year it will be getting N2O starting with a 50 shot and going up as desired. I think I will also be building a variable delay box for the nitrous system so I can delay it off the line... cheaper to build one than buy one. I think...
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3500/3400 Hybrid, Stage 4 Boost Cam 216/240 .050 dur .517/.568 lift 112LSA
Ported, 3 Angle Valve Job, 65mm TCE TB, S&S Modified headers.
Rebuilt 4t60e, FD9 2095 stall Heavy Duty Converter, EP LSD, 3.69FDR
13.996@98.06 < N/A Hybrid 4T60E Combo
Daily 1995 OBDII Beretta Stock 3400, 4T60E, 3.06, 2060 stall.
13.818@100 < Old 100 shot 3400 4T60E combo
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