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Beag's 67 Chevelle. Supercharged Summer

76zimmer said:
I know there is only a jacket up for grabs, but people are nuts over this series.
Have you checked out the facebook page or instagram on it?
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No not really. I heard all I needed to know about it from my buddy doing it.
He was on the pit crew for bigun.
If you ever heard of "bigun" Eric Yost?
https://www.customsbybigun.com/about

I know Eric. Drank with him a few times now. He's a cool dude.
Of course I would never be as fast as him. Nor do I care about a jacket. I would just like to do it.
 
LT-1’s got the best heads available each year, but vortecs flow better.
 
It would be cool to do, and yeah you gotta have your shit together to compete in any class now.
 
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beags86 said:
Lol, engine and heads aren't in my long term engine plan. Lol. Just stating what I have I guess.
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yeah I get that...those should be good flowing durable heads
Im still running old iron double humps, so literally 50yr + technology, and a carb!....lol
 
76zimmer said:
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yeah I get that...those should be good flowing durable heads
Im still running old iron double humps, so literally 50yr + technology, and a carb!....lol
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Guess I'll just put this out there.
But my ultimate plan would be a all aluminum big inch small block.
Like a 434.
But I hate to say it but I can get into an all aluminum LS much cheaper.

So maybe I would go that route. But wheather it a sbc or LS it has to be over 400 cubes. Just the way I role.
 
fastazz81 said:
They need a lemons version of drag week.
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You legitimately onto something there.
Lemons has the lemons Rallye. I would say the closest thing is the roadkill ziptie drags.
But that's just drags and not a road trip
 
beags86 said:
Guess I'll just put this out there.
But my ultimate plan would be a all aluminum big inch small block.
Like a 434.
But I hate to say it but I can get into an all aluminum LS much cheaper.

So maybe I would go that route. But wheather it a sbc or LS it has to be over 400 cubes. Just the way I role.
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I had a hotrod buddy that had a Motown 434/600. Ran 10.60’s in a well prepped street 65 Chevelle. It was problematic though with bearings. Seemed like he had it out twice a year for something or another. He sold it and bought a Hellcat.
 
You see the 3k challenge on motortrend?
I just started watching it.
I like the concept but I also feel the frieburgers ratty muscle car thing promotes shit boxes. I would be all for the 3k challenge but I don't need to see turbos hanging out 4 feet above the hood. That shit is ridiculously stupid. So it a fine line there.
As far as the 3k build goes. That been around in the rat rod scene for a long time. The idea is great but it promotes shitty fab work. That's where rat rods took a turn for the worse.

But with racing you should be able to tech your way out of that.
After racing lemons I'll tell you it's a very fine line.
Some cars where every well put together and some where pretty shitty.
 
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Kinda been bench racing a bit in here.
The gears in my head are turning a bit.
So I ask you guys a very vague question that is super subjective in opinion.
What's should be the HP goal for a pro touring car/Summer driver? My criteria to be it had me more than my daily driver and 1000hp seems unreasonable. So 500-1000hp....

I feel like my answer to that question is about 700-750ish.

What's your opinion?
 
I think at that range you will get some real bang for the buck. 700hp is no small feat but the new tech is making that easier. Above that heading for 1000hp is where the money will really fly out of your wallet. Turbo?
 
HankScorpio said:
I think at that range you will get some real bang for the buck. 700hp is no small feat but the new tech is making that easier. Above that heading for 1000hp is where the money will really fly out of your wallet. Turbo?
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Just a disclaimer. Still bench racing this idea.
But was kinda thinking about getting and aluminum block LS. A 4.030 bore and 4.0 crank would net me 408 cubic inches.
Toss a twin screw supercharger on top.

These days I daily drive an Eaton m122 positive displacement supercharger. And I'm getting pretty addicted to that boost gauge.
For an autocross car I wouldn't want the turbo lag. And for packing purposes of an a body. A supercharger also gets the nod for me.
 
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My original idea was always to cut weight. That why I immediately tossed out shady's idea of a big block several pages ago.

I would like to keep it sbc. But just looking at plain economics of the situation. It just makes way more sense to go with a lS2. Or lS3 or whatever else will net me 400+ cubic inches aluminum block power.
It's no secret that traditionally I'm not an LS guy

Some might say that an iron block is "only" 105 lbs more and your talking about a heavy chevelle and if your that worried about it then you should start with a different car.
Well I get all that that. But I still think that I would see a gain from dropping weight on a traditionally heavy car.
Then there is the twin screw part. I have only found one twin screw for a sbc. And they are pretty common for an LS.
So there is that.
I would probably be the only person on Earth that didn't swap for the "normal" reasons....
 
A work buddy just bought a low mile ls3/6l80e combo for $6500. Im sure a manual equivalent wouldn't be much different.
Package like that with a bolt on twin screw aught to = LOT O FUN.
Probably wouldn't even have to touch the long block.
 
beags86 said:
My original idea was always to cut weight. That why I immediately tossed out shady's idea of a big block several pages ago.

I would like to keep it sbc. But just looking at plain economics of the situation. It just makes way more sense to go with a lS2. Or lS3 or whatever else will net me 400+ cubic inches aluminum block power.
It's no secret that traditionally I'm not an LS guy

Some might say that an iron block is "only" 105 lbs more and your talking about a heavy chevelle and if your that worried about it then you should start with a different car.
Well I get all that that. But I still think that I would see a gain from dropping weight on a traditionally heavy car.
Then there is the twin screw part. I have only found one twin screw for a sbc. And they are pretty common for an LS.
So there is that.
I would probably be the only person on Earth that didn't swap for the "normal" reasons....
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I have never been an LS bandwagon guy either. Its hard to deny that they make great power. The head design is so damn good it would be silly to use anything other than an LS based setup for the power you are looking for. It used to cost a fortune to get to 700hp with an old school small block and they sure like to leak.
 
shady said:
A work buddy just bought a low mile ls3/6l80e combo for $6500. Im sure a manual equivalent wouldn't be much different.
Package like that with a bolt on twin screw aught to = LOT O FUN.
Probably wouldn't even have to touch the long block.
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I don't think I would want to just slam a LS in this.
My thinking is more of finding a short block or bare block LS2 and build for boost from the ground up.
Forged internals, proper head studs, supercharger camshaft, loose ring gaps, low compression. Do it right.
 
HankScorpio said:
I have never been an LS bandwagon guy either. Its hard to deny that they make great power. The head design is so damn good it would be silly to use anything other than an LS based setup for the power you are looking for. It used to cost a fortune to get to 700hp with an old school small block and they sure like to leak.
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it's funny to say that I'm looking at an ls not because I want better drivability or fuel injection or fuel mileage.
I honestly feel like all those claims are way overrated.
An aftermarket aluminum small block Chevy is 5 grand.
That would go along ways towards building a LS.
For a 650-750 horsepower level with a blown LS I don't feel like I would need an aftermarket block. But then again I'm not an LS guy and barely pay that attention to them. So what do I know?
 
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