V6 vs SBC vs BBC

[Z26-T]

So I race Super Competition with a older neil and parks dragster hard tail. Currently racing a nascar inspired 383 small block chevy, 14:1 compression... etc. Dynoed 600 hp at 5500 rpm and I take it to 7500.

Anyways, I can't keep up with the guys that race now. Most use aluminum 632 CI BBCs and just kill everyone.

Just want some input on what I should build. Honestly highly doubt I can get anything under 600 CI to keep up with these guys, but I thought it might be a fun topic to bring up.

[86FieroSEv6]

Maybe we need to look at the whole equation. May we know your gearing (trans and diff), tire diameter and compound and the average break point times from your most consistent day(i.e. rt, 60ft,180ft, etc.). What is the vehicle's weight? What is your weight? (just kidding, don't answer the last question, this ain't horse racing

[3400-95-Modified]

I'm assuming this is a non bracket style race? Because if it was then the size of the engine and HP wouldn't matter, it would be more on consistency and R/T.

FWIW my cousin runs a aluminum 426 SBC putting down near 950 n/a and he sprays approx 400 so he's close to 1300-1400 HP from a SBC running 7.50's @ 180ish or so IIRC... He has to build a new car this year since 7.50 or faster requires a different setup. It's based on a S-10 truck BTW.

[geoffinbc]

What are you trying to compare between these 3 engines? Obviously the BBC will make the most power when cubes are not limited and it has the strongest block in order to hold the power. The huge bore of the siamesed blocks allows huge valves too. The mark V big block is quite a bad ass motor. It really has no draw backs. The only other motor that can grow as big is the Ford 385 and Caddilac 500. Bud the Cad is so limited in crank selection I doubt the aftermarket has anything to offer bigger than the offerings for the BBC and Ford 385.

I think the small block is great because it is so damn cheap. But really it is not an outstanding motor unless you include the LS series small blocks. They have so much potential. They are also becoming so cheap they are virtually replacing the classic small block.

The 660 is a killer motor for its size but that is where it is limited. However for a V6 the 3900 would be considered larger than the norm and that is nice for our crowd. It would be nice if there was a bit more aftermarket but I think the 660 has seen more factory backing and advancement than most other GM motors considering the time frame it has been around. The small block has been around since the late 50's and the basic design of the old iron heads stuck around until the LS motor came out. But the 660 has seen 2 major head revisions since the old iron head motor and it it young compared to the SBC and BBC.

[Superdave]

spray your 383 and you'll be fine

[Z26-T]

Maybe we need to look at the whole equation. May we know your gearing (trans and diff), tire diameter and compound and the average break point times from your most consistent day(i.e. rt, 60ft,180ft, etc.). What is the vehicle's weight? What is your weight? (just kidding, don't answer the last question, this ain't horse racing

Trans is a powerglide which everyone that I know of runs... Gearing 4.10 but have a set of 4.56. Tires, can't remember the size but have to get new ones soon. Currently running hoosier but going to get a set of goodyears made specifically for hard tail dragsters to reduce wheel hop down the track. Car is 1850 with me in it if i remember right. (that includes the 200lb in the front and me weighing 170 (not bad for someone 6'3"). I typically dial in 8.90 for the 1/4. Just depends on track

Anyways most of that doesn't matter . Super Comp. is the fastest sportsman class in NHRA, but there isn't any limits to it. It is all about R/T and consistancy. Not very many people use Nos due to consistancy and most guys are afraid of it melting their engines. The biggest fail with running a dragster is the radiator restriction. Hard to keep these engines cool with the tiny radiators we have to run to keep it within the rails.

I have a 502 block laying around, and a few SBCs. Just want some ideas on what to build. These 632 guys are just that scary. My uncle has a 560 mad cap engine close to 1k hp and the 632s just walk away from him. How it works with them is they leave the gate hard, throttle stop the engine for X amount of time, then chase down the other guy. They usually get us in the last couple feet of the track. I'm the only guy that I know of that still runs a SBC. Everyone has traded up because of the mass torque that the BBC make. And another side note if it makes sense at all... The guys with the 632s do the 1/4 mile in 8.9 seconds at about 200 mph, I do the 1/4 in 8.9 at about 150 mph, my uncle does 8.9 at about 180 all because of throttle stopping. I have a throttle stop but haven't really used it, basically have to be wide open the whole time.

So anyways, enough rambling. Put some more cash into the 383? Or dump the cash into the 502 (502 is just a stock boat enigne)? The 383 is a siiick engine it's a GM performance block, so the block cost about 8k. It has jesel rockers which are close to 2k. If I put a jesel timing belt on it and loosen up a few things I should get it to 800+ hp then can put some Nos to it if that's what everyone says to use... How consistant can I get with Nos? (I'm pretty sure timers aren't allowed.) How do I keep EGT and combustion chamber temp down?

[86FieroSEv6]

Never count out the good old small block. The high MPH of "those guys" is indicative of a big top end charge, we sometimes see this from turbo cars as well. You should concentrate on that first 300ft. Have you compared the way your car leaves the lights with theirs? I'm kinda intrigued by the gear selection. What low ratio do you have in your 'glide?

Super Comp . . . . huh? What are the current class rules? I spend so much time working I hardly keep up anymore.

[3400-95-Modified]

If your counting on consistency and R/T who cares if they catch you at the end... That is the whole point right? You both cross the line at the same time but the guy who guessed best wins.

I think using a throttle stop will hurt consistency since it may change they way your car reacts. My cousin runs his wife's rail dragster with a BBC and its gas fueled, not alcohol, no NOS, and no throttle stop and he's pulling consistent 7.40's at 175-179mph.

So in the end, work with the motor you know you can keep going the same time and time again.

Maybe your rules are different there, but up here you dial in your car, so if your 1 sec slower than the other guy, you leave first, and he sits there waiting for 1 sec before he gets green... SO then they take the best RT and the closest ET and that's the winner, break outs obviously get canned, and IIRC throttle stops are not allowed.

[bob442]

i'd go with the lighter LSX. there getting cheaper to build, and making more power

[Z26-T]

How much nos can you run with 14-1 compression...?

Currently just going to refresh the 383 with some new valve springs and leak down the engine to make sure everything else is good. Going to buy some new slicks too . Then going to work on my R/T and see how I do this spring season...

[3400-95-Modified]

Depends on the build, my cousins engine as noted above is 15:1 with 450 spray.. He has to run 116 octane fuel though, and MSL head-gaskets and I'm sure the whole rotating assy is forged beyond imagination.

Do you have any idea how much 116 octane fuel costs though? Its like 14 bux a gallon!

[Z26-T]

I currently buy the 110 octane... Not a whole lot cheaper