Camaro owners-help me out!
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I always wanted a Miata with a lightweight alloy V6 rather than an 8. You could always supercharge it if you want to have drunken fool levels of power...
Originally Posted By: SteveSRT8
I always wanted a Miata with a lightweight alloy V6 rather than an 8. You could always supercharge it if you want to have drunken fool levels of power...
As you probably know, I did turbo my "R" package 94 Miata. It was 385 uncorrected RWHP and 2400 pounds. On cold days it was markedly more powerful. Great track car! However, it did have serious traction problems. 3rd gear, 65MPH, Sticky tires, 1/2 throttle and both wheels spun, everytime, even with a passenger.
On the track, it performed well and turned good lap times. About the same as my boss' Ferrari challenge 360.
I can't imagine any more power being usable in that car without some serious attention to chassis stiffness, suspension strength and so on.
I always wanted a Miata with a lightweight alloy V6 rather than an 8. You could always supercharge it if you want to have drunken fool levels of power...
As you probably know, I did turbo my "R" package 94 Miata. It was 385 uncorrected RWHP and 2400 pounds. On cold days it was markedly more powerful. Great track car! However, it did have serious traction problems. 3rd gear, 65MPH, Sticky tires, 1/2 throttle and both wheels spun, everytime, even with a passenger.
On the track, it performed well and turned good lap times. About the same as my boss' Ferrari challenge 360.
I can't imagine any more power being usable in that car without some serious attention to chassis stiffness, suspension strength and so on.
Originally Posted By: SteveSRT8
I always wanted a Miata with a lightweight alloy V6 rather than an 8. You could always supercharge it if you want to have drunken fool levels of power...
LOL, in the two wheeled world, we proudly call ourselves "hooligans".
I always wanted a Miata with a lightweight alloy V6 rather than an 8. You could always supercharge it if you want to have drunken fool levels of power...
LOL, in the two wheeled world, we proudly call ourselves "hooligans".
Originally Posted By: Patman
Originally Posted By: Indydriver
Like I said, I don't fit in a Corvette so nothing else really matters does it? BTW, I believe all C7 coupes are targas, I.e., the roof comes off making it a semi-convertible.
Have you tried driving a C7 though? I know of at least one C7 owner who is 6'7" tall and fits into it. See this blog post about his purchase:
http://www.corvetteconti.com/blog/?p=19902
That knucklehead's skull makes a nice roll bar!
Originally Posted By: Indydriver
Like I said, I don't fit in a Corvette so nothing else really matters does it? BTW, I believe all C7 coupes are targas, I.e., the roof comes off making it a semi-convertible.
Have you tried driving a C7 though? I know of at least one C7 owner who is 6'7" tall and fits into it. See this blog post about his purchase:
http://www.corvetteconti.com/blog/?p=19902
That knucklehead's skull makes a nice roll bar!
For all you GM V8 gearheads, I ran across this great in-depth article on the development of the 2010 LS3 for the then new Camaro 6MT (which is what I'm going to order). There's a lot of really good information here about such topics as break-in, blow-by, air flow, piston rings and oil control, and the precision required to pull high HP numbers out of a mass produced engine. Good reading for anyone interested in engine design.
http://www.camarohomepage.com/ls3/
http://www.camarohomepage.com/ls3/
Nice! I appreciate this post, very informative.
I note yet another patent that GM doesn't advertise. Their oil separator technology is quite sophisticated indeed!
A table flat torque curve in a high performance engine is always a plus, these things make well over 300 foot pounds just off idle with a tune.
And copper-infiltrated powdered metal valve seats! Jeez, give the General some credit for a very sophisticated design...
I note yet another patent that GM doesn't advertise. Their oil separator technology is quite sophisticated indeed!
A table flat torque curve in a high performance engine is always a plus, these things make well over 300 foot pounds just off idle with a tune.
And copper-infiltrated powdered metal valve seats! Jeez, give the General some credit for a very sophisticated design...
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Originally Posted By: SteveSRT8
Nice! I appreciate this post, very informative.
I note yet another patent that GM doesn't advertise. Their oil separator technology is quite sophisticated indeed!
A table flat torque curve in a high performance engine is always a plus, these things make well over 300 foot pounds just off idle with a tune.
And copper-infiltrated powdered metal valve seats! Jeez, give the General some credit for a very sophisticated design...
Yes, and maybe lessen concern on this forum about CU in early used oil analysis? I've been hanging out over on Camaro5 since I got interested in this car and it's kinda funny how people obsess. Blow-by is a big issue there and the first "must have" mod is a catch-can. If everyone knew how this was addressed by GM engineers in the current Gen short block, perhaps they'd calm down a little bit.
And like all automotive boards, there's the running debate over fast or slow break-in. The fact the GM designs their pistons with a polymer coating for an initial clearance fit of +2 microns (!) really drove home to me that maybe they mean it when they limit RPM for the first few hundred miles.
Always appreciate your wisdom SRT.
Nice! I appreciate this post, very informative.
I note yet another patent that GM doesn't advertise. Their oil separator technology is quite sophisticated indeed!
A table flat torque curve in a high performance engine is always a plus, these things make well over 300 foot pounds just off idle with a tune.
And copper-infiltrated powdered metal valve seats! Jeez, give the General some credit for a very sophisticated design...
Yes, and maybe lessen concern on this forum about CU in early used oil analysis? I've been hanging out over on Camaro5 since I got interested in this car and it's kinda funny how people obsess. Blow-by is a big issue there and the first "must have" mod is a catch-can. If everyone knew how this was addressed by GM engineers in the current Gen short block, perhaps they'd calm down a little bit.
And like all automotive boards, there's the running debate over fast or slow break-in. The fact the GM designs their pistons with a polymer coating for an initial clearance fit of +2 microns (!) really drove home to me that maybe they mean it when they limit RPM for the first few hundred miles.
Always appreciate your wisdom SRT.
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Originally Posted By: Indydriver
For all you GM V8 gearheads,,,
http://www.camarohomepage.com/ls3/
Very interesting website, Thanks! It's interesting to see just how much effort went into the LS3. No wonder it's such a great engine and handles boost without any mods what so ever.
The LS3 is not your grandfathers Chevy Small Block, not even close.
For all you GM V8 gearheads,,,
http://www.camarohomepage.com/ls3/
Very interesting website, Thanks! It's interesting to see just how much effort went into the LS3. No wonder it's such a great engine and handles boost without any mods what so ever.
The LS3 is not your grandfathers Chevy Small Block, not even close.
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