Joined: Thu Mar 01 2007, 09:30PM
Location: Houston
Posts: 1735
I'd take a stock 440 and add Edelbrock heads $1400, a cam/lifters $200, an intake $200, a Holley $300 and some headers $300 and you'd be looking at my taillights the whole way.
Ok, so you are more accurate than the previous poster regarding weight. As far as drag racing is concerned, your still off. Torque gets things moving. Assuming similar 60' times (traction is no fun for either car) and similar HP, out-dragging isn't going to happen. Example. 7000# 97 Ram with 550HP to the wheels ran consistent 13.0-13.3 in the 1/4 (calculator says it should be 13.6ish, so he beats the odds with good 4wd launch). The Vert weighed in at 3950# stock, plus say 800# of extra motor, intercooler, whatever. That calculates, assuming a good launch, to 11.95 with the same HP. I expect it will be in the mid 12's since it probably won't hook for beans. I intend to find out as soon as I get all the bugs worked out.
gregcon wrote ... I'd take a stock 440 and add Edelbrock heads $1400, a cam/lifters $200, an intake $200, a Holley $300 and some headers $300 and you'd be looking at my taillights the whole way.
So what kind of HP/TQ do you think that combo will make? Will it run 12's?
Stepdad's Ray Barton powered 'Dere is running 11.50's at a much lighter weight with a ton of gear and slicks. <span class='smallblacktext'>[ Edited Wed Jun 16 2010, 01:22PM ]</span>
Joined: Sat Aug 19 2006, 05:03PM
Location: Ontario, Canada
Posts: 2919
6t8fury wrote ... 4B/4BT is a common swap in other rides. It is essentially a 4 cyl version of the 6BT used in the Rams.
The Sprinter diesel sounds good but I wonder about the wiring/tranny/etc stuff.
Hmmm, I didn't know that they made a 4cyl. version of the Cummins B engine. If the trans mounting is the same so you could connect a 727-derivative transmission then that would be promising.
I was thinking more of the I5 turbodiesel from the previous gen Sprinter, not the V6 turbodiesel from the current Sprinter. Less powerful and more noise probably, but probably less electronics to worry about and maintenance on the newer 6cyl. engine is expensive. I did some research on the Jeep GC turbodiesel, which I believe uses the same V6 as the Sprinter, and found that out.
Sure the Cummins Rams defined "performance diesel" but to me diesels are all about bigblock torque, reliability like a hammer, and incredible fuel economy. Aside from my 66's, every vehicle I've owned has been diesel-powered. (My wife's Honda doesn't count.)
Joined: Thu Mar 01 2007, 09:30PM
Location: Houston
Posts: 1735
I have no idea of HP or torque after the mods. I learned a long time ago at the track that no one out there is racing a dyno.
Torque gets things moving provided you can hook it up. As you note, you won't hook it up. And a 440 has plenty of torque; we're not talking a 318 here.
There is absolutely no way a big block convertible Chrysler C weighed 3950lbs. I'd go 4300lbs. +
And let's not forget the entire premise of a diesel is forced induction - lose that and you have a real pig on your hands. If I could put my 440 on steroids ,like your diesel, just think what it would do.
gregcon wrote ... I have no idea of HP or torque after the mods. I learned a long time ago at the track that no one out there is racing a dyno.
Torque gets things moving provided you can hook it up. As you note, you won't hook it up. And a 440 has plenty of torque; we're not talking a 318 here.
There is absolutely no way a big block convertible Chrysler C weighed 3950lbs. I'd go 4300lbs. +
And let's not forget the entire premise of a diesel is forced induction - lose that and you have a real pig on your hands. If I could put my 440 on steroids ,like your diesel, just think what it would do.
Check the link for weight: http://www.oldride.com/library/1967_chrysler_newport.html I am not forgetting that it has a turbo..that's why I like them. 440's do have plenty of torque. They make the same at peak that a tuned 12v makes just off idle. Oh, and they have a peak..not a shelf like a diesel. Sure, if you spend $30+k on a turbo engine build you can get a 1000hp/800lb/ft 440 built. It won't drive nice, it will get 9mpg, you'll add 2-300lbs in turbo(s) and intercooleers, etc. and you'll have the most expensive C ever put together. That's no more absurd than anything I am doing. When you do that, I can add a simple 2-stage nitrous system to the 12v and do 800hp with 1600lb/ft of torque and tear the car in half...but what fun would that be?
6t8fury wrote ... 4B/4BT is a common swap in other rides. It is essentially a 4 cyl version of the 6BT used in the Rams.
The Sprinter diesel sounds good but I wonder about the wiring/tranny/etc stuff.
Hmmm, I didn't know that they made a 4cyl. version of the Cummins B engine. If the trans mounting is the same so you could connect a 727-derivative transmission then that would be promising.
I was thinking more of the I5 turbodiesel from the previous gen Sprinter, not the V6 turbodiesel from the current Sprinter. Less powerful and more noise probably, but probably less electronics to worry about and maintenance on the newer 6cyl. engine is expensive. I did some research on the Jeep GC turbodiesel, which I believe uses the same V6 as the Sprinter, and found that out.
Sure the Cummins Rams defined "performance diesel" but to me diesels are all about bigblock torque, reliability like a hammer, and incredible fuel economy. Aside from my 66's, every vehicle I've owned has been diesel-powered. (My wife's Honda doesn't count.)
The 4bt is an easy way to go for sure. With twin turbos, 700hp is easy to do, but 550 is super reliable. You can run the 727 variant trans (the 47RH like mine is best) or even the TH400 that came attached to the 4bt in the Frito Lay trucks. If I hadn't already had a motor sitting here out of a wreck, I would have gone with the 4bt. Way easier package and closer to the 440 weight.
There is absolutely no way a big block convertible Chrysler C weighed 3950lbs. I'd go 4300lbs. +
I've had my '68 Newport convertible weighed on a certified drive on scale: with a 1/4 tank of gas it weighed 3950 lbs ( +/- 25 lbs) and a shade above 4240 lbs with me behind the wheel.
There is absolutely no way a big block convertible Chrysler C weighed 3950lbs. I'd go 4300lbs. +
I've had my '68 Newport convertible weighed on a certified drive on scale: with a 1/4 tank of gas it weighed 3950 lbs ( +/- 25 lbs) and a shade above 4240 lbs with me behind the wheel.
Ditto for a '67, plus or minus a few pounds. My 4DSD weighed in at 4230 with a full tank.