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Rank: A-Class Racing License
#101 Posted : Sunday, February 9, 2014 10:50:23 AM(UTC)

Thanks for the info Dalton. Glad to see youre back...

1955–1957 Chevrolet V8, aka "Shoebox" Chevy or "Tri-Five Chevy"

VVV 1955 Chevrolet Bel Air V8 coupe. VVV image below: hagertys

1955 Chevy Bel Air

1956 Chevy 210 coupe

The 1955 model year Chevrolet introduced its now-famous small-block V-8 — the first V-8 available in a Chevrolet since 1918.[2] It has a displacement of 265 cu in (4,340 cc). Prior to 1955, Chevrolet offered an inline 235 cu in (3,850 cc) displacement in-line 6-cylinder engine only. The 1955 model, like its engine, was all new. The "shoebox" design, so named because it was the first Chevrolet to feature streamlined rear fenders, was a watershed for Chevrolet. The lightweight car, coupled with a powerful overhead valve V-8, became a showroom draw, but also thrust the company into the arena of competitive motorsports. 1955 Chevrolets went on to dominate drag racing and became a formidable force in circle track racing. In 1956, the design was lengthened somewhat in front and given a more squarish treatment; under the hood, engine power increased and a Chevrolet Corvette engine was available for the first time in a full-size passenger car. The V-shaped trim on the tail fins was filled with a ribbed aluminum insert exclusive to the Bel Air. The fuel-injected engine represented the first time that an internal combustion gasoline engine in a passenger car reached an advertised one horsepower for each cubic inch benchmark, although the Chrysler 300B beat that by a year in their 355 horsepower, 354 c.i.d dual-carburetored engine. In NASCAR racing the 283 with its increased horsepower gave the '57 a dramatic advantage over the smaller 265 v8 the '55 and '56 had. NASCAR held the competition, especially the '55–'57 Chevrolet to a cubic inch restriction because of all the races the '57s were winning. This restriction stayed with the '55–'57 till they were grandfathered out of the lower NASCAR divisions in the 1970s as the '57 was still beating virtually all in their class.

Body styles
Body choices for 1957 included 2- and 4-door sedans (identified by the "posts" between door windows), the two-door Sport Coupé (also known as a two-door hardtop; the car has no post between the front and back window when the windows are lowered), the Sport Sedan (also known as a four-door hardtop), the two-door Utility Sedan, a two-door sedan with a package shelf instead of a rear seat, the Delray "club coupe", which was a 210 model 2-door sedan with a de luxe interior, two styles of two-door station wagon, the top-of-the-line Bel Air Nomad with a sloped pillar behind the hardtop door and sliding windows at the rear seat, and the basic Handyman with an upright sedan B-pillar and a C-pillar, where the four-door wagons have one, available only in 150 and 210 trims. The four-door, six-passenger station wagon, the four-door, nine-passenger station wagon (both called Townsman in the 150 series and Beauville for the Bel Air version), and the convertible. Unlike most competitors, the Chevrolet 4-door hardtop featured a reinforced rear roof structure that gave the car added rigidity and a unique appearance in silhouette. The 1957 Chevrolet was called by some a "Baby Cadillac", because of many similar styling cues to Cadillacs of the time. V8-optioned cars got a large gold "V" under the Chevrolet script on the hood and trunk lid.

The 2-door station wagon could not be had with Bel Air trim, except as the Nomad model which had its own distinctive styling, mainly in the roof line and rear deck.

For 1957 there were four standard engine options, a 235.5 cu in (3,859 cc) inline 6-cylinder producing 140 hp (104 kW), a 265 cu in (4,340 cc) V8 "Turbo-Fire" producing 162 hp (121 kW), and two 283 cu in (4,640 cc) V8s: a "Turbo-Fire" twin-barrel carburetor producing 185 hp (138 kW) and a "Super "Turbo-Fire" four-barrel carburetor developing 220 hp (164 kW).[3]

Another optional engine was offered with two four barrel carburetors, the legendary "Duntov" cam and solid lifters. This engine produced 270 hp. 1957 was the first year that Chevrolet ever offered fuel injection as an option. A 283 cu in (4,640 cc) engine fitted with solid lifters, the "Duntov" cam and fuel injection was rated at 283 hp (211 kW).[4] Fuel injection continued as an option throughout the early 1960s. However, most mechanics of the time didn't have the experience to keep the units running properly. This prompted most buyers to opt for conventional carburetion.

A four speed manual transmission was also offered at a price of $188.00 as a dealer installed only option. A '57 equipped with this transmission mated to the 270 horsepower engine and limited slip differential was the one to beat on the drag strip and street into the early 1960s.

image from drummerworld.

FAPSD Season 1, F bracket winner, 1957 283 w/powerglide combo, driven by Camaroboy68SS


Edited by user Monday, February 10, 2014 9:41:44 AM(UTC)  | Reason: Not specified

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#102 Posted : Sunday, February 9, 2014 10:54:13 AM(UTC)

Here's a few suits (4-doors) to dress up things bit more..

Pontiac G8 GXP, stock HP, 3.91 rear axle ratio, 13.46 sec., 109 mph, 1/4 mile e.t. VV

2012 SRT8 Chrysler 300, stock HP, 3.55 rear axle ratio, 13.02 sec, 112 mph, 1/4 mile e.t.

Chrysler 300 SRT8, stock HP, 3.31 rear axle ratio, 13.29 sec., 110 mph, 1/4 mile e.t. V

2003 Crossfire SRT6, stock engine, 3.73 rear axle, 13.64 sec., 105 mph, 1/4 mile e.t. V

1967 Plymouth Barracuda S 383, stock HP, 3.55 rear axle, 14.06 sec., 100 mph, 1/4 mile e.t. V

1967 Corvette L35 427, stock HP, 4.11 rear axle, 13.75 sec., 107 mph, 1/4 mile e.t. V

2002 Corvette Z06, stock HP, 3.73 rear axle, 12.8 sec., 114 mph, 1/4 mile e.t. V

2007 Corvette Z06, stock HP, 3.45 rear axle, 11.92 sec., 124 mph, 1/4 mile e.t. V

2004 Cadillac CTS-V, stock HP, 3.73 rear axle, 13.28 sec., 108 mph, 1/4 mile e.t. V

2010 Cadillac CTS-V, stock HP, 3.73 rear axle, 12.54 sec., 117 mph, 1/4 mile e.t. V

1996 Impala SS, stock HP, 3.73 rear axle, 15.41 sec., 90 mph, 1/4 mile e.t. V

2008 SRT10 Viper, stock HP, 3.23 rear axle, 11.97 sec, 122 mph, 1/4 mile e.t. V

2006 Pontiac GTO, stock HP, 3.73 rear axle, 13.73 sec, 107 mph, 1/4 mile e.t. V

1977 Pontiac Trans Am, T/A 6.6 220HP engine, WS6 suspension,
3.73 rear axle, 15.10 sec., 99 mph, 1/4 mile e.t. V

1987 Pontiac Frirebird TA, Turbo V6, 310HP, 3.27 rear axle, 14.18 sec., 101 mph, 1/4 mile e.t. V

1995 Mustang Cobra, stock engine, 3.55 rear axle, 14.1 sec, 101 mph, 1/4 mile e.t.

and a Shelby GT350 tribute, 306HP, 3.55 rear gear, 13.54 sec., 105mph, 1/4 mile e.t

2013 Ford Mustang GT500 Shelby Cobra tribute, 662 HP, 3.73 rear axle ratio, 11.98 sec, 1/4 mile e.t.

1964 Shelby Cobra 427, stock engine, 3.91 rear axle ratio, 12.07 sec, 121 mph, 1/4 mile e.t. v v

2010 Camaro SS, stock engine, 3.45 rear axle, 13.33 sec, 111 mph, 1/4 mile e.t. V

Edited by user Sunday, February 9, 2014 11:23:20 AM(UTC)  | Reason: Not specified

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#103 Posted : Sunday, February 9, 2014 11:36:22 AM(UTC)
Repost: original post 1/16/14

Happy New Year folks!

I've been holding off on posting new entries, since T10 stated they were going revise (update) the Forums, and the effort put into these threads was destined to disappear, but decided that the community could still benefit from this info.

A few of you have asked when the FAPSD series will return? Well, the FAPSD series will be back. At this time, the Fastest Street Car Association (FSCA) has agreed to administer this series while I am away from Xbox, when time and scheduling permits. As you well know, the FSCA is run by very knowledgeable and committed drag racers, who field exciting, competitive, and fun drag racing in the Forza platform. Get your "drag race fix!" by the folk at FSCA!

This is basic stuff regarding the key performance producing systems in your cars. I wont try to give advice on every system, just the stuff that makes a difference in the FAPSD rule book, as my ultimate dream/goal is take this series to the Real World, and apply the same concepts.

WEIGHT REDUCTION: The FAPSD rules allow street weight reduction.

While the performance industry has often used the gauge of power-to-weight ratio, we decided to look at weight-to-power (W/P) ratio instead, since it's the pounds we're improving as power remains the constant. We find the W/P ratio by simply dividing total vehicle weight by horsepower. Consider this: a 3,000-pound car packing 450 hp requires each horsepower to carry 6.66 pounds--the exact same ratio as a 4,000-pound car with 600 hp or a 2,000-pound car with a mere 300 hp. Work the numbers backward and it becomes clear that shedding pounds is just like adding horsepower.

To explore the effect, we took a cost-is-no-object stance to shed a total of 588 pounds from our 408hp '70 Plymouth Duster. Sharp readers will note the lack of an aluminum radiator, light battery, and aluminum master cylinder. We had planned for these goodies but magazine deadline realities prevented their inclusion. Despite this, we managed to drop total vehicle weight (less driver) from 3,012 pounds to a shocking 2,424 pounds. Best of all, eighth-mile dragstrip performance improved from 7.627 seconds and 89.38 mph to 7.235/93.95. For approximate quarter-mile numbers, take those e.t.'s and multiply by 1.57. This shows a drop from 11.93 seconds to 11.35 seconds (5.8 tenths) and proves, almost to perfection, the drag racer's assumption that 100 pounds lost equals a tenth gained in the quarter. Also, we used our Longacre scales to reveal not only the total weight loss, but also how it affected the car's weight distribution.

infor from:Hot Rod
Read more:

REAR GEAR RATIOS. The rules require SPORT transmissions, and allow changes in final drive ratios (actually encouraged) in the FAPSD series.

What's in a Ratio?

An automobile uses gear ratios in both the transmission and the drive axle to multiply power. The two ratios multiplied together equal the final drive ratio. Spend a few minutes in any bench-racing session and soon you'll hear rear axle gear ratios discussed. For many performance cars, 3.73s and 4.10s are common gear choices. The rearend gear ratio refers to the relationship between the ring gear and the pinion gear. By simply dividing the ring gear tooth count by the pinion gear tooth count, the ratio is determined. For example, if we divide a ring gear with 41 teeth by a pinion gear with 10 teeth we find that the gear ratio is 4.10:1 (41/10 = 4.10).

Tire diameter will also have an effect on a vehicle's final drive ratio. As tire diameter changes, so will engine rpm at a given speed. We can demonstrate this with the simplified formula: rpm = (mph x final gear ratio x 336*) / tire diameter (*see "Formulas for Success" sidebar). For example, given 65 mph, a tire diameter of 30 inches, and a final gear ratio of 4.10, the engine speed will be approximately 2,984 rpm--(65 mph x 4.10 final gear ratio x 336) / 30-inch diameter tire. If we reduce the tire diameter to 25 inches, the engine speed increases to 3,581 rpm. By installing shorter tires, the vehicle will accelerate as though it has a 4.73 (higher numerically) gear without the expense of gear swapping.

Because transmissions are comprised of several gear choices, the transmission allows the vehicle to accelerate quickly with lower gears and to maintain a cruising rpm using higher gears. In the '60s and '70s, most transmissions offered three or four gears with a 1:1 high gear. Using a TH400 as an example, First gear is 2.48:1, Second gear is 1.48:1, and Third gear is 1:1. Multiplying the 2.48 First gear by the 4.10 rear axle results in a final drive ratio of 10.16:1 (2.48 x 4.10 = 10.16). For most street performance applications, a 10:1 final First gear ratio is usually considered optimal. The disadvantage of operating a 4.10:1 axle ratio on the street with a 1:1 high gear is excessive freeway engine speed.

Fortunately, today's transmissions frequently utilize Overdrive high gears in the neighborhood of 0.70:1, which allow reduced engine speeds. Combine these overdrive transmissions with a 4.10 axle ratio and you have a fuel-friendly final drive ratio of 2.87:1 (4.10 x 0.70 = 2.87) in high gear. A TH200-4R overdrive automatic utilizes a First gear of 2.74, a Second of 1.57, a Third of 1.00, and a 0.67 Overdrive. With this transmission's First gear ratio of 2.74 combined with a 3.73 axle ratio, the final drive ratio >> yields a 10.22 (2.74 x 3.73 = 10.22). In overdrive, the final drive ratio equates to a Bonneville-ready 2.49:1.

Making Torque Multiply

Acceleration is all about torque. One way to accelerate more quickly is to multiply the torque at low speeds to help move the vehicle forward. That's what a torque converter does. The torque converter features a component called a stator. The stator changes the direction of oil flow to the pump impeller's rotating direction and also incorporates a one-way clutch assembly. This redirection of fluid increases torque by applying the energy remaining in the oil.

By applying the basics of gear ratios and power leverage, you can easily improve your vehicle overall performance.

Read more: for info below: marsh racing wheels
source below: Marsh Racing Wheels

An example of a automobile transmission gear ratio

A final drive ratio of approximately 2.8 to 1 is a commonly used gear ratio, in cars with an automatic transmission. This means that the drive pinion (small gear) must rotate 2.8 times to make the ring gear (large gear) rotate one time. On cars with manual transmissions more torque power ratio is needed, generally a ratio of approximately 3.5 to 1 is used. Small engine cars and trucks use a final drive ratio of up to 4.5 to 1 and higher to provide even more torque to enable them to pull or move heavy loads. Also shifting to lower gears in the transmission requires more turns of the engine to provide a single turn of the drive wheels, producing more torque at the drive wheels.

"EXAMPLE" A transmission and a 3 to 1 final drive

First gear 3 to 1 + 3 to 1 = 9 to 1 = max. torque

Second gear 2.5 to 1 + 3 to 1 = 7.5 to 1

Third gear 1.5 to 1 + 3 to 1 = 4.5 to 1

Fourth gear 1 to 1 + 3 to 1 = 3 to 1

Overdrive 0.75 to1 + 3 to 1 = 2.25 to 1

= max. speed

Advice to help choose the gear ratio for your race car. One would be wise to talk to one who has raced the track preferably a winner. There are many variables that determine the gear ratio best for your car - Weight of the car, size of tires, length of track, condition of track, weather, track rules, max h.p. to rpm curve, and many other factors you will need to consider. Even with all variables considered, you will still have to run the track many laps and change several times to get it right. Good Luck

Advice for choosing the gear ratio for Off road Rockcrawling, mud, bog, woods, sand, tundra, etc, One would be wise to talk to one who has run the coarse preferably a winner also. Good Luck

source: Chevy HiPerformance. http://www.chevyhiperfor...gear_ratio_calculating/


Twists And Turns
It's important to understand how the rear axle moves in relation to the car before we can get into how each different rear suspension operates. Let's look at what happens when you drop the hammer on your 500hp street car at the dragstrip. Not every twist is as it appears. As torque is applied from the driveshaft to the rear axle, multiple forces begin to leverage the car. Engine torque multiplied by the transmission's First gear ratio and the rear axle ratio is equal to several thousand lb-ft of twisting motion. The first thing the pinion gear tries to do is climb the ring gear. This forces the nose of the rear axle upward. As the car begins to accelerate, the torque leverages the front of the car upward, causing weight transfer to the rear. As viewed from the rear of the car, engine torque twists the body clockwise, lifting the left front and compressing the right rear (passenger-side) spring. As the pinion continues to apply this massive torque through the ring gear, the rear axlehousing is also being leveraged in a counterclockwise direction as viewed from the rear--lifting the right (passenger) side of the axlehousing while planting the left. As the car accelerates, it appears to be planting the right rear tire when in fact axle torque motion is unloading the tire, reducing traction. That is why a car equipped with an open differential will spin the right rear tire even under light acceleration. Limited slips are used to improve traction, but as you can see, they are merely a Band-Aid on the real problem. By using proven chassis modifications and tuning techniques, it is possible to equalize the load onto both rear tires.

Leaf Springs
The classic leaf spring suspension has been around since the early 1800s with horse-drawn carriages. The advantage of leaf springs is that they are simple to design, and the springs also serve as the locating points for the rear axle. Disadvantages begin to appear when massive torque is applied to leaf springs. It's difficult to control spring wrapup, which creates the dreaded wheelhop that most factory leaf spring-equipped cars experience. Let's get into what happens when we plant gobs of power through a pair of leaf springs.

Applying big power through a pair of multileaf springs generally creates what is called spring wrapup. First of all, leaf springs are designed to bend, but lots of torque tends to deflect the forward portion of the spring into an S shape. When this bend becomes severe enough, the spring binds and then bounces the tire off the road, which relieves the tension in the spring. The tire then returns to the pavement, and the process repeats itself with a nasty shudder. This violent wheelhop can quickly damage axles, housing mounts, and shock absorbers and even yank the driveshaft out of the transmission. The earliest solution for this problem was a traction bar that placed a rubber, cone-shaped snubber just below the leading end of the leaf spring. When the spring begins to wrap up, the snubber contacts the spring and prevents wrapup. While this works, there are other, more elegant solutions.

Factory Mopars are noted for not needing traction bars, and if you study how a Chrysler leaf spring is designed, you understand why. All GM and Ford leaf springs are symmetrical, centering the rear axle between the front and rear spring eyes. Chrysler engineers cheated this deal by moving the axle mount toward the front of the spring. This shortens the length of the front segment of the spring, which increases stiffness and minimizes the effect of spring wrapup. Chrysler also placed a small rubber bumper (called a pinion snubber) just above the flat portion of the rear axle pinion area, which limits the amount of vertical pinion travel.

While the leaf spring is still around because of its simplicity, there are drawbacks. The springs themselves are heavy, which contributes to the car's unsprung weight. This is defined as the weight not supported by the car's suspension. From a dynamic standpoint, less unsprung weight is an advantage. Because of their weight and size, leaf springs are also more expensive compared with coil springs. There are composite material leaf springs available that do a great job of reducing weight, but they're also more expensive.

Another important step to help control unwanted rear axle movement is to invest in high-quality suspension bushings for the front and rear. Polyurethane is a popular and inexpensive upgrade, but you should consider the virtually bulletproof aluminum insert Del-a-lum bushings first created by Global West almost 30 years ago. The aluminum bushings use a Delrin insert that prevents metal-to-metal contact, enhancing wear while also offering near-zero deflection. Global offers these bushings for all popular performance body styles. If you're going to go fast, these bushings are an excellent investment. This part obviously cant be changed in the game, but its important to know.

Factory Coil Spring
The most popular factory rear suspension design for solid rear axle cars is the coil spring system. Under the coil spring umbrella are a number of subtle design variations that make coil spring suspensions more attractive to suspension tuners, compared with leaf springs. Because the coil spring's only job is to support the weight of the vehicle, designers still needed a way to locate the rear axle under the car. This necessitated control arms (also called trailing arms). The simplest OE coil spring rear suspension is the four-link. This design uses two parallel lower control arms located near the outboard ends of the rear axle. The two upper control arms are angled outward instead of parallel to the chassis. This creates a triangle that locates the rear axle laterally (side to side) under the car, eliminating the need for a Panhard bar or Watt's link. Popular examples of this rear suspension can be found in cars such as the '64 to '72 GM A-bodies and the '79 to '93 Ford Fox Mustangs. While the coil spring four-link system is more complex than a leaf spring design, it enjoys numerous inherent advantages. First off, the system is usually lighter than leaf springs. More importantly, leaf spring wrapup is eliminated, although wheelhop can still occur if the rear ride height is raised excessively. With a true parallel four-link rear suspension, the links form a right-angle box that allows the rear axle to move from side to side underneath the car. This system is most often used in drag cars and requires the addition of a Panhard bar or Watt's link (these will be described later in this story), which limits rear axle lateral movement. The main advantage of factory four-link rear suspensions is that the rear axlehousing is securely located.

As production cars became wider and lower in the '80s, the classic four-link suspension evolved into the torque arm rear suspension most widely used in the third-generation, '82 to '92 Camaros. It is still a coil spring rear suspension, but the upper control arms were replaced with a single long arm that bolts between the nose of the rear axle and the transmission tailshaft.

Because the triangular four-link upper arms are eliminated, a Panhard bar is required to locate the rear axle laterally under the car. Torque arms can be used successfully in drag race applications, but on cars running quicker than 10s, it's rare to find a third-gen Camaro still sporting its factory torque arm.

A fourth variation on the coil spring suspension hit parade is the three-link. As you have probably surmised, this design relies on a single upper control arm mounted on the top of the rear axlehousing. Obviously, a Panhard bar or Watt's link is also necessary to laterally locate the housing. Chevy used this configuration in its '58 to '64 fullsize cars and more recently in '05-and-later Mustangs. The advantage is the rear suspension is allowed to roll laterally with minimal bind, although a potential downside is that it places the entire upper bar tension into one single mount, which may have to be reinforced when applying serious power to the ground.

Shock Tuning
Just bolting on the best suspension isn't the end of the story. There's still the necessity of tuning the rear suspension. Adjustable shock absorbers are almost a necessity if you are chasing that optimal 60-foot time.

Let's start with some basics. The term shock absorber is really a misnomer. It should be more accurately called a damper, because the device is designed to dampen or regulate spring motion. Shocks are rated by their resistance to motion in compression (bump) and extension (rebound). Most car crafters know that a typical 90/10 drag race front shock is easy to pull apart and very stiff to compress. This design allows the front end to extend easily and then stay up to assist weight transfer. But what you really want is for the front end to rise at the proper rate on the starting line and then quickly settle to keep the nose low at the top end to reduce aerodynamic drag. Equally important is the ability to adjust front and rear shocks to create the effect you desire. Most single-adjustable shocks create changes only in the rebound direction. The more expensive but better approach is to choose double-adjustable shocks that can tune compression and rebound separately.

Let's use a leaf spring Mopar as our tuning example. When the driver hits the throttle, the rear suspension separates, planting the rear tires. But let's say this hit is too harsh, crushing the sidewalls of the tires and causing them to spin. By slowing the rate at which the rear shocks allow the body to rise with a stiffer rebound, the chassis tuner can tweak the rate of torque application to the rear tires. This slows down the application of load, making it easier on the tires, which improves the 60-foot times. On the front end, let's imagine that it actually tops out too quickly, slamming up against the upper bumpstops almost instantly. When this happens, the car will sometimes porpoise, which unloads the rear tires and creates a loss of traction. Stiffening the front shock rebound slows the rate of front end rise, eliminating the porpoise action and generating a quicker run.

These are just two simple examples of why it's necessary to tune both ends of the car to optimize traction.

Source: carcraft magazine

Read more:
Hot Rod mag:

Edited by user Sunday, February 16, 2014 10:55:37 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
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#104 Posted : Monday, February 10, 2014 10:04:17 AM(UTC)
Repost: 7/26/12


Factory Appearing Pure Stock Drag racing is here!

Don't you just love it?

Just like the good old days!

Gear banging, clutch slipping, power shifting, high revving, V8s tearing up the strip!

Old and new American muscle running wild and free!

Just like the good old days!

But did you ever stop to think about it?

Actually, the good old days are here and now.

Did you ever believe you would see the day come when a factory

stock 400HP street car was nothing special?

600HP+ daily driver cars, are all available right off the showroom floor from Ford,

Chevy, and MOPAR (SRT)!

If high performance American muscle is your passion, then FAPSD

might be the place for you.

Come on out and give us a try!

B bracket results coming soon!


Edited by user Wednesday, February 12, 2014 9:58:14 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
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#105 Posted : Thursday, February 13, 2014 10:44:00 AM(UTC)

1965 Chevy Chevelle Z16

The Original Big Block Chevelle SS!

As most car folks know, the Pontiac GTO was thrust on the market in 1964 and is given credit by many as the first American musclecar. Chevrolet debuted the Chevelle in 1964 to compete with it’s sister GM division’s car, but the largest engine was the 327. The Goat had a 389. Chevelle’s 327 in the higher horsepower forms was certainly no slouch, but that old saying “there’s no substitute for cubic inches” must have been heard around Chevrolet Engineering as 1964 progressed.

The 396 c.i. Mark IV V8 was brand new and highly publicized in early 1965. Whether a conceived strategy on the part of Chevrolet marketing to whet the appetite of the buying public by installing the new 396 engine in the mid-size Chevelle, or an effort to simply garner interest in the Chevrolet brand, the Z16 was born!

Z16 was the RPO (Regular Production Option) code given to the 396 engine option in the 1965 Chevelle and was used internally by Chevrolet. The Z16 is the 1965 Malibu SS 396 and was almost never referred to by the Z16 RPO number except in a few non-public Chevrolet documents.

But the Z16 was much more than just the big 396 in the Chevelle SS. It was a complete package with many special and heavy duty chassis components including: Heavy duty suspension, special heavy duty rear axle, 4 speed transmission, special frame, special heavy duty power brakes, and unique power steering components. The interior was very special too. A 160 mph speedometer was only available with the SS 396. Mandatory options included a tachometer, deluxe front and rear seat belts, AM/FM stereo radio, padded dash and remote mirror.

The 396 engine specified for the Z16 was the L37 375 horsepower version. The L37 was a heavy duty engine with forged crank and pistons, 4 bolt main bearing caps, large port heads, an aluminum intake manifold with a Holley carburetor and an hydraulic camshaft. Other Chevrolets would also receive the 396. The full size Chevrolet got the 325 hp and 425 hp version, the Corvette benefited from the 425 hp 396. The Z16’s L37 375 hp and the potent 425 hp engines differed only in their camshafts: the 425 hp version received a more radical, mechanical lifter design.

The new Z16 was promoted heavily by Chevrolet. Many automotive magazines road tested or reviewed the special Malibu in the late Spring and Summer of 1965. These include Motor Trend, Car Life, Popular Hot Rodding and Mechanix Illustrated. Celebrities were used for the Z16 promotion including Dan Blocker (“Hoss”) from the top-rated 1960’s television series “Bonanza”. Chevrolet was a major sponsor of the show and felt, apparently, that the muscular Z16 would be well touted in Dan’s hands. Blocker received a car to drive and was reportedly asked to share it with some of the other “Bonanza” stars. This very Z16 is in a collector’s hands today.

Not every dealer received a Z16 - since it was very limited in production - but they were spread out geographically around the country. New York, South Carolina, Florida, Illinois, Kansas, Texas and California dealers all had the 1965 Malibu SS 396. While rare, a few dealers actually got more than one Z16! Naturally, some of the Chevy dealerships that specialized or would specialize in high performance, new Chevrolets would receive cars. Well known dealerships that sold a Z16 include Yenko Chevrolet and Armon R. Smith.

Total Malibu SS 396 production was 201 cars with one reportedly a convertible. It is not known to survive. About 65 Z16 coupes in restored or unrestored condition still exist making them one of the rarest and most desirable muscle cars.


Edited by user Thursday, February 13, 2014 10:47:04 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
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#106 Posted : Thursday, February 13, 2014 11:26:24 AM(UTC)
Repost: Original 12/21/12

The 1968 Shelby EXPGT500 "Green Hornet"

photo source:

1 of 1. Rare. The 1968 Shelby EXP500. This car had factory fuel injection, a 428, and an independent rear suspension. Shelby originally built as a functioning prototype for the upcoming 1968 GT/CS. It came of the assembly line with a 390 big block, 3 spd auto, and Ivy Gold paint.

A.O. Smith, who assembled GT350 and GT500s, assembled this car for Ford using a Shelby front clip and rear end, a 428CJ with a Conolec fuel injection system, rear disc brakes, independent rear suspension mounted in the leaf spring mounts, and coil overs, based on the Cobra Daytona coupe. It also had a transmission sourced from a F350 truck. Colin Comer, author of "The Complete Book of Shelby Automobiles" wrote that the car was estimated to make 475hp, and ran 0-0 in 5.7 secs, 0-100 in 11.41 secs, and averaged 157 mph at the 10 mile long track at Ford proving grounds in Michigan during a two lap test session. The car weighs @3900 lbs. On paper, this thing is a close match for the 2003-04 SVT Cobra "Terminator".

The car is currently scheduled to be offered for sale at an auction during the spring of 2013.

Edited by user Thursday, February 13, 2014 11:28:44 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
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Rank: A-Class Racing License
#107 Posted : Saturday, February 15, 2014 11:12:04 AM(UTC)
Repost: Original post 4/18/12

here are the just released spec to the new copo camaro.

NHRA horsepower ratings:

327/4.0L supercharged– 550
327/2.9L supercharged – 500
427 Naturally aspirated – 425
NHRA shipping weights:

327/4.0L – 3175 lbs
327/2.9L – 3250 lbs
427/N/A – 3195 lbs
• Recommended max engine RPM – 7500


Chrome-moly cage – NHRA certified to 8.50 ET
Subframes tied together
Front engine cradle modified to accept additional oil pan clearance
Rear subframe modified to accept unique COPO NHRA Stock Eliminator suspension

4-bar with adjustable top links
Adjustable panhard link
Double-adjustable Strange Engineering coil over shocks
Anti-roll bar

Adjustable Strange Engineering coil over struts
Sway bar removed

Production steering gear modified for manual (non-assist) operation

Light-weight vented rotors
Billet 4-piston light-weight calipers
Light-weight tandem master cylinder
OEM pedal modified to mount master cylinder
All components provided by Strange Engineering

Bogart Racing light-weight with unique COPO logo
Forged outer ring
Billet center
15” x 10” rear – 5/8” studs
15” x 3.5” front – 1/2” studs
4 – 3/4” bolt circle pattern

Rear – 9” x 30” x 15” radial slick
Front – 4.5” x 28” x 15” – drag-only

Strange Engineering 9” aluminum center section
Light-weight steel spool
Strange 9310 alloy 4.29 ring & pinion set
Strange Engineering 35-spline axles
Strange Engineering chrome-moly yoke

4” OD x .125” wall 6061-T6 aluminum tube
Chrome-moly end caps
Forged chrome-moly slip yoke
Heavy-duty 1350 universal joints

ATI Racing Products “Pro Glide”
SFI-approved ATI “Super Case”
1.80 ratio 9310 straight cut gear set
Precision balanced carrier with 4340 tool steel output shaft
Turbo spline input shaft:
327/4.0L – Vasco material
327/2.9L and 427 – 300M material
7 clutch high gear pack
Billet clutch hub
High flow front pump with heat-treated pinned stator tube
Deep aluminum pan
Hard Chrome Rings
Fluid overflow catch can

ATI Racing Products “Treemaster MRT” Series
327/4.0L – 9” diameter housing
Furnace brazed impeller and turbine fins
Precision pump drive tube
Heavy duty needle bearings
22 element sprag with dual cage construction
327/2.9L and 427 – 8” diameter housing
Furnace brazed impeller and turbine fins
Precision pump drive tube
Heavy duty needle bearings
Investment Cast Cover

Hurst “Quarterstick” – 2-spd. automatic
Forward pattern
Built-in neutral safety switch
Light-weight aluminum cover

Chevrolet Performance “LSX” cast iron block with steel main caps
4.065” bore x 3.150” stroke
Static compression ratio – 10:1 nominal
Callies 4340 crankshaft – double-keyed snout
Callies 4340 H-beam “Ultra” rods
6.350” length
.928” pin bore diameter
Clevite H-Series heat-treated tri-metal rod & main bearings
Mahle 2618 alloy forged domed pistons
Graphal coating
Hard-anodized top ring groove
Friction-coated skirts
Mahle .043” x .043” x 3mm piston rings
Ductile iron top with radius molybdenum face
Plain cast iron tapered 2nd
Chrome-plated oil rails with low-tension expander
Comp Cams steel billet hydraulic roller camshaft
Duration – 246°/254° @ .050” lift
Theoretical valve lift – .630”/.630”
Lobe centers – 117°

Chevrolet Performance “Ceramic Ball” high-RPM hydraulic roller tappets
3/8” diameter LS7 pushrods
1.8:1 ratio LS7 rocker arms with roller trunions
PSI “Max Life” beehive valve springs
Hardened steel spring seats
Light-weight steel retainers
Fully CNC’ed aluminum cylinder heads – based on LS7
275 cc nominal intake port volume
89 cc nominal exhaust port volume
70 cc nominal combustion chamber volume
Del West titanium intake valves – 2.200” head diameter x 7mm stem
Light-weight sodium-filled exhaust valves – 1.610” head diameter x 7mm stem
Fel-Pro Performance multi-layer steel head gaskets with raised cylinder sealing bead
Internal wet sump oil pump
Deep-sump cast aluminum oil pan – 6 quart capacity
ATI Performance Products SFI-approved damper – 10-rib shell
Whipple twin-screw supercharger
327/550 – 4.0L
327.500 – 2.9L
Whipple billet throttle body
327/550 – 172mm oval blade
327/500 – 109mm round blade

Chevrolet Performance LS7 aluminum block
4.125” bore x 4.00” stroke
Static compression ratio – 13:1 nominal
Callies 5140 crankshaft
Callies 4340 H-beam rods
6.100” length
.928” pin bore diameter
Clevite H-Series heat-treated tri-metal rod & main bearings
Mahle 2618 alloy forged domed pistons
Graphal coating
Hard-anodized top ring groove
Friction-coated skirts
Mahle .043” x .043” x 3mm piston rings
Ductile iron top with radius molybdenum face
Plain cast iron tapered 2nd
Chrome-plated oil rails with low-tension expander
Chevrolet Performance steel billet hydraulic roller camshaft
Duration – 233°/276° @ .050” lift
Theoretical valve lift – .630”/.630”
Lobe centers – 107°

Chevrolet Performance “Ceramic Ball” high-RPM hydraulic roller tappets
3/8” diameter LS7 pushrods
1.8:1 ratio LS7 rocker arms with roller trunions
PSI “Max Life” beehive valve springs
Hardened steel spring seats
Light-weight steel retainers
Fully CNC’ed aluminum cylinder heads – based on LS7
275 cc nominal intake port volume
89 cc nominal exhaust port volume
70 cc nominal combustion chamber volume
Del West titanium intake valves – 2.200” head diameter x 7mm stem
Light-weight sodium-filled exhaust valves – 1.610” head diameter x 7mm stem
Fel-Pro Performance multi-layer steel head gaskets with raised cylinder sealing bead
Internal wet sump oil pump
Deep-sump cast aluminum oil pan – 6 quart capacity
ATI Performance Products SFI-approved damper
Meziere billet electric water pump
Chevrolet Performance/Holley “Hi Ram” intake manifold
Whipple billet throttle body – 102mm blade

Aeromotive “Eliminator” fuel pump – free flow rating = 800 lb/hr
Aeromotive A1000 pressure regulator with manifold pressure compensation capability
Aeromotive 10-micron high-flow filter
Light-weight black nylon braided -8 AN hoses
Black anodized aluminum -8 AN hose ends and fittings
High-impedance fuel injectors
327/550 – 105 lb/hr @ 43.5 psi with EV1 connector
327/500 – 80 lb/hr @ 43.5 psi with EV1 connector
427/425 – 42 lb/hr @ 58 psi with EV6 / USCAR connector

Delco MEFI 5A electronic fuel injection processor
Speed density operation
Interfacing software & hardware available in the aftermarket
Cable-actuated throttle
Production LS7 ignition coils
Production LS7 secondary wires
GM sensors

Dash-installed control switches:
Fuel pump
Cooling fan
Intercooler pump/water pump, depending on engine package

Autometer with gold “Bowtie” logo on dials:
5” 10K RPM tach with shift light
Electronic water temp with 2 1/16” face and 100°-260°F range
Electronic trans temp with 2 1/16” face and 100°-260°F range
Electronic oil pressure with 2 1/16” face and 0-100 psi range
Electronic fuel pressure with 2 1/16” face and 0-100 psi range
Voltmeter with 2 1/16” face and 8-18v range

RJS Safety Equipment 3” driver restraints
RJS Safety Equipment window net

Edited by user Saturday, February 15, 2014 11:13:49 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#108 Posted : Sunday, February 16, 2014 11:44:39 AM(UTC)
Repost: from 2/8/12

The future...



Edited by user Sunday, February 16, 2014 12:24:24 PM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: Driver's License
#109 Posted : Saturday, March 8, 2014 8:34:16 AM(UTC)
Is this drag series dead? I'm interested.
Rank: C-Class Racing License
#110 Posted : Saturday, March 8, 2014 10:29:24 AM(UTC)
I've been waiting also, check out we race most every Saturday nite
Rank: Driver's License
#111 Posted : Tuesday, March 11, 2014 12:35:49 PM(UTC)
Thank you.

I work most Saturday nights, but if I'm ever free then I'll be there.
Rank: A-Class Racing License
#112 Posted : Sunday, June 1, 2014 4:23:19 AM(UTC)
2015 SRT Dodge Challenger Hellcat

...another car we would love to see in FAPSD in Forza 5

2015 Hellcat SRT Challenger

6.2 liter S/C Hemi Engine

3/4 rear view.  Shes got a nice butt!


Although Dodge has released most of the details surrounding the Hellcat engine, the final output is still a mystery, with the current rating sitting at 600+ horsepower. This means the supercharged V-8 unit isn’t likely to produce more than the Viper’s 8.4-liter V-10 as speculated in the past, but we bet no one will complain about it being underpowered. Performance figures are also under wraps, but the Hellcat should have no trouble in reaching 60 mph from a standing start in under four seconds, with quarter-mile times to drop under the 12-second mark, thanks to the blown HEMI.

The new mill can be had with either the upgraded Tremec six-speed manual or the TorqueFlite eight-speed automatic and comes with a forged-steel crankshaft and a unique, specially tuned crank damper. Also, squeezing so much power out of the 6.2-liter HEMI wouldn’t have been possible without the use of high-strength, forged-alloy pistons and heat-treated aluminum-alloy cylinder heads.

Though Chrysler has its 6.4-liter 392 HEMI engine available, the engineers deemed it necessary to destroke the large engine for added strength. The shortened stroke can mostly be attributed to a beefier forged-steel crankshaft held in place by induction-hardened bearing surfaces on the main bearings. Extra strength connecting rods are also present. The engine block retains its cast-iron construction, also for strength reasons, as firing pressures inside the cylinders reach nearly 1,600 psi. All told, roughly 90 percent of the Hellcat’s internals are new when compared to the current 392 HEMI.

As for the supercharger, Chrysler had a few options to consider, but finally settled on a Lysholm-style unit made by Japan’s IHI Corporation. The Lysholm unit is more efficient than the typical Roots-type supercharger by allowing less air leakage and a reduced amount of parasitic power loss. A special coating of PTFE (Polytetrafluoroethylene) on the twin screws and synthetic lubricant helps the 2.38-liter blower make power up to its 14,600-rpm redline. And though the blower features a one-way clutch for added refinement, it doesn’t remove that unmistakable supercharger whine while under throttle.

And speaking of throttle, the supercharger and engine are fed through a massive 92-mm throttle body, a twin-inlet, 8.0-liter air filter box, and the functional hood scoop. The setup is the largest in Chrysler’s history.

What’s more, the Hellcat will be delivered with two standard key fobs; one colored black that limits the vehicle to a reduced engine output and a red one that unleashed all 600+ ponies trapped under the hood.

With the black key fob, the car enters a Valet Mode, reducing horsepower to (only?) 500 horsepower, limiting peak revs to 4,000, locking out the TorqueFlite’s low first gear, and short-shifting up-shifts. It also disables launch control and the steering wheel-mounted paddle shifters and sets the suspension setting to the least-aggressive “Street” mode. This function can be activated and deactivated using a four-digit PIN code. Sure, a valet can still have one hell of a good time in it, but he surely won’t be able to go all "Ferris Bueller’s Day Off" on your precious Hellcat.

It’s unclear still if these functions will still be present with the available Tremec six-speed manual transmission.

2015 Dodge Challenger SRT Hellcat - Drivetrain/Specifications

Type and Description Supercharged 6.2L HEMI® V-8, 90-degree V-type, liquid-cooled
Displacement 370 cu. in. (6,166
Bore x Stroke 4.09 x 3.58 (103.9 x 90.9)
Valve System Pushrod-operated overhead valves, 16 valves with hollow-stem, sodiumfilled exhaust valves, 16 conventional hydraulic lifters, all with roller tips
Fuel Injection Sequential, multiport, electronic, returnless
Construction Deep-skirt cast-iron block with cross-bolted main bearing caps, unique aluminum alloy heads with hemispherical combustion chambers
Compression Ratio 9.5:1
Power (estimated SAE net) 600+
Torque (estimated SAE net) TBD
Max. Engine Speed TBD
Fuel Requirement Premium 91 octane (R+M)/2 — recommended
Oil Capacity 7.5 qu. (7.1-liters)
Factory Oil Fill 0W-40 Pennzoil Ultra™ synthetic
Coolant Capacity 14 qt. (13.25 liter)
Intercooler System Separate low-temp cooling system with dual water-to-air intercoolers and a high-flow variable-speed electric water pump
Exhaust Type Dual 2.75-in straight-though exhaust system with twin Electronic Exhaust Valves (EEV) with rectangular Black Vapor-chromed tips
Transmission Six-speed manual Tremec TR-6060 with ZF-SACHS 258 MM Twin-disc Clutch

Naturally, the sport-tuned suspension comes standard on the Hellcat, along with a set of SRT-exclusive, “Slingshot” split-seven spoke 20-inch wheels crafted from lightweight, forged aluminum. The rollers are finished in matte black and wrapped in new Pirelli P Zero Nero tires that provide all-season traction. The wheels can be had in a dark-bronze color with an extra check on the options list.

Moving over to the brakes, the Challenger Hellcat is fitted brand-new, 15.4-inch Brembo two-piece rotors with six-piston calipers at all four corners, making it the largest front-brake package ever mounted on an SRT-badged vehicle. The new brakes work together with a new anti-lock braking system, ESC and traction control systems that are uniquely tuned for the Hellcat.

Edited by user Sunday, June 1, 2014 4:52:41 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#113 Posted : Sunday, June 1, 2014 4:41:53 AM(UTC)
Originally Posted by: ReformedByXbox Go to Quoted Post
Is this drag series dead? I'm interested.

Nope, the series is not dead. Just in hibernation...

I attempted to have it administered and run by another race league, but those plans did not come to fruition, so it never got restarted.

I will be finishing my deployment in July and returning to Xbox live.

It will be started back up this summer (2014), and will run as long as there is interest.

Keep an eye on this thread for more details. Thanks.

Edited by user Sunday, June 1, 2014 4:53:32 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: C-Class Racing License
#114 Posted : Tuesday, June 3, 2014 9:06:29 AM(UTC)

( I attempted to have it administered and run by another race league, but those plans did not come to fruition, so it never got restarted. )

When you do get this going hit me up I wld be interested in helping.
Rank: A-Class Racing License
#115 Posted : Wednesday, June 4, 2014 9:26:51 AM(UTC)
Originally Posted by: cipher1962 Go to Quoted Post

( I attempted to have it administered and run by another race league, but those plans did not come to fruition, so it never got restarted. )

When you do get this going hit me up I wld be interested in helping.

Thanks. I will do that...

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#116 Posted : Wednesday, June 4, 2014 9:44:03 AM(UTC)

SLP, aka Street Legal Performance

info below from SLP:

SLP was founded in 1986 by Ed Hamburger. Our mission was to provide late model Camaro and Firebird owners with a complete selection (One-Stop-Shopping) of “Street Legal Performance” products that would enhance the performance, handling and fuel economy of their cars.

In 1988 SLP introduced the Performance Parts Industry’s first “Emission Legal” performance package for the new Camaro/Firebird that led to a formal relationship with GM’s Performance Parts division, enabling performance enthusiasts to purchase SLP’s products directly from any GM dealer throughout the country.

1991 represented the next milestone in our exciting 27 year history, when GM approved SLP’s request for our first specialty vehicle program, the 1992 Firebird-based Firehawk. All 1992 Firehawks were built in SLP’s Toms River facility and delivered to Pontiac dealers throughout the country.

1992 Pontiac Firehawk vv

info below: highperformancepontiac

"Firehawk Basics
As we learned in "The Birth of a Legend: Formula Firehawk" (HPP, Sept. '05), the Firehawk was introduced in midyear 1991 as an optional package available through any local area Pontiac dealer. Beginning with a typical 1LE Formula 350, SLP added a host of upgrades during the conversion process, which brought the final vehicle selling price to a whopping $39,995. What buyers received, however, was a stealthy predator that was perfect for street, dragstrip, or road-course competition.
1992 Pontiac Firehawk Backview The 1LE Performance Package was a required option when ordering a Formula Firehawk. It inc
At the heart of the beast was a 350hp 350ci engine backed by a six-speed manual transmission and a Dana rear axle. The factory-installed 1LE suspension was left unchanged, but 17x9.5-inch wheels and 275/40ZR17 tires were included in the base package. A Competition Option package ($9,995) included such features as a Recaro driver seat with Simpson five-point racing harness; four-piston Brembo front brake calipers and 13-inch cross-drilled rotors; a six-point rollbar; and an aluminum hood.
Initial production plans included a total vehicle count of 250 during the '91 and '92 model years, but unforeseen issues and tough economic times limited sold cars to just 25. All Firehawks were to have a Bright Red exterior with Medium Gray cloth interior, but SLP began receiving requests for cars in other regular-production Firebird finishes, which subsequently lead to four uniquely colored Formula Firehawks-one in Dark Green Metallic."

Read more: http://www.highperforman...firehawk/#ixzz33h7OMsQl

In 1995 Chevrolet approved SLP’s Ship-Through specialty vehicle program, based off the 4th Gen Camaro Z28. They also allowed SLP to use one of the most hallowed names in Chevrolet’s history, the Camaro SS. In 1996 SLP introduced its first Camaro SS to the automotive world and received rave reviews for its stunning performance, handling and appearance.

1996 Camaro SS vv

Over the next eight years SLP produced over 55,000 GM specialty vehicles out of our 140,000 sq ft. Montreal-based assembly facility, for GM and its Chevy and Pontiac dealers. They included the Camaro SS and RS models, along with the Firebird-based Firehawk, WS-6 and Comp T/A models. In August of 2002, GM ended production of the 4th generation Camaro/Firebird, along with SLP’s Camaro SS and Firehawk programs.

2002 Pontiac Firebird Firehawk vv

2001 10th Anniversary Pontiac Firebird Firehawk vv

At that point SLP focused on expanding its Direct-to-Dealer and Aftermarket product lines, resulting in a comprehensive line of performance, handling and appearance products for late-model Detroit- based Muscle Cars including the Camaro, Mustang, Charger and Challenger, along with Full-Sized GM Trucks and SUVs.

In late 2007, SLP was informed that the 5th generation Chevy Camaro would go into production by the 2010 model year. It was also confirmed that no Firebird replacement was planned. Since Firebird was no longer going to be available, and given our intention of producing specialty vehicles for both Chevrolet and Pontiac dealers, it was obvious that the new 2008 Pontiac G8 GT was the only vehicle in Pontiac’s product line-up that made any sense to replace the Firebird. Because the G8 was built off the same vehicle platform as the new Camaro, any Powertrain and Suspension development work done on the G8 would also apply to the new Camaro.

In early 2008, SLP began development of all the performance and appearance components that would eventually make up the G8-based Firehawk supercharged vehicle package. The first Firehawk preproduction prototype was completed in November 2008. After extensive testing and CARB certification was completed, the car was sent to Anne Arbor, Michigan, where Car & Driver magazine completed its road test in early January of 2009. Shortly thereafter the car was given to Motor Week TV that produced a show, based on the Firehawk, which appeared on the Speed Channel in early 2009.

2009 Pontiac Firehawk G8 vv

info below: caranddriver

"But when the SLP Firehawk Pontiac G8 appeared at our office boasting 500 hp, it wore stock-size rear rubber—summer tires in the dead of winter, no less. Ridiculous horsepower, rear-wheel drive, and rock-hard tires are a recipe for lost locomotion on snow and ice. Conveniently, our long-term Mitsubishi Evo had just been rear-ended, and its right-sized snowshoes were languishing in our garage while the car awaited repairs. We slapped them on the Firehawk and were able to, you know, move .

Getting from Pontiac G8 GT to SLP Firehawk involves adding progressive-rate springs front and rear, 19-inch gunmetal wheels that look like fugitives from the Mercedes-Benz C63 AMG, 7 psi of boost from an SLP TVS 1900 supercharger with Eaton internals, a cold-air intake, and an axle-back exhaust system—all covered by a three-year/36,000-mile warranty. Despite optional 14-inch Baer brakes ($4995), a soft pedal and a 176-foot stop—13 feet longer than a stock G8 GT’s—suggest the system wasn’t working properly. (We should note that the car we tested had prototype 18-inch wheels, but future versions will come with 19s.)

On summer tires, the Firehawk bolted to 60 in 4.3 seconds and inhaled the quarter-mile in 12.6 at 115 mph. That trumps the stock G8 GT by 0.9 and 1.2 seconds, respectively, and 11 mph. That’s even more impressive considering the frigid 23-degree cold on our testing day and the fact that, although adding about 140 hp, SLP adds not a millimeter more width to the rear rubber, making for a trickier launch than a space shuttle’s with mismatched booster rockets. SLP president Ed Hamburger says the G8 can’t accept a wider tire. "

In August 2009, we started production of the G8-based Firehawk Drop-Ship Program. After producing just 34 cars, GM notified SLP that it would not continue G8 production in 2010. A few months later GM announced they were killing the Pontiac brand as well.

Fortunately the Powertrain, Suspension and Body component engineering and product development for SLP’s upcoming 5th Generation Supercharged Camaro Drop-Ship Program was completed at that point, so we immediately focused on start-of-production, which began in October of 2009, and continues to this day in our Toms River, NJ and Troy, MI facilities.

In January 2012 SLP started production of its 525HP Supercharged Escalade Sport Edition and 610HP Supercharged ZL610 Corvette Drop-Ship Programs. As of June 1st, 2012, SLP started production of its 2013 supercharged Sport Edition GM Truck and SUV Drop-Ship Programs.

SLP is still in business in 2014.

All cars here can be built as "tribute" cars for FAPSD series!


Edited by user Wednesday, June 4, 2014 10:18:13 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#117 Posted : Thursday, June 5, 2014 10:49:40 PM(UTC)


info below: wikipedia

1963 and 1996 Impala SS are in FM4 and are used in FAPSD.

It would be great to see the other significant SS models in FM5/FM6

Impala SS (1961–1969)

1961 Impala SS, "bubbletop" hardtop, with 409 (360 HP) engine and 4-speed. v

1962 Impala SS v

1963 Impala SS v

1964 Impala SS v

In 1961, the Impala SS (Super Sport) was introduced to the market. The SS badge was to become Chevrolet's signature of performance on many models, though it often has been an appearance package only. The Impala's SS package in 1961 was truly a performance package, beginning with the 348-cubic-inch (5.7 L) V8 engines available with 305 horsepower (227 kW), 340 horsepower (250 kW), and 350 horsepower (260 kW) or the new 409-cubic-inch (6.7 L) V8, which was available with up to 425 horsepower (317 kW). Unlike all other years, the 1961 Super Sport package was available on any Impala, including sedans and station wagons (the sales brochure shows a 4-door hardtop Sport Sedan with the SS package). The package also included upgraded tires on station wagon wheels, springs, shocks and special sintered metallic brake linings. Only 142 1961 Impala Super Sports came from the factory with the 409, making it a most rare and desirable collectible. Starting for the 1962 model year, the Impala SS was an appearance package limited to hardtop coupe and convertible coupe models, available with all engines in the Impala series starting with the base 235-cubic-inch (3.9 L), 135 horsepower (101 kW) inline-6 through 1967, though the big-block engines and heavy-duty parts could still be ordered. From 1967 to 1969, an additional model, the SS427, was available.

The Super Sport was known as Regular Production Option (RPO) Z03, from 1962 to 1963, and again in 1968. From 1964 through 1967, the Super Sport was a separate model, with its own VIN prefix (168, versus the 164 for the regular Impala). Super Sports from 1962 to 1964 came with engine-turned aluminum trim, which was replaced by a "blackout" trim strip in 1965 which ran under the taillights. 1965 Super Sport exteriors differed only slightly from regular Impalas. Rocker panel trim was deleted. "Super Sport" scripts replaced the "Impala SS" badges. The new center console housed a rally-type electric clock, and full instrumentation now included a vacuum gauge. A total of 243,114 Impala SS coupes and convertibles were built for 1965.

1966 Impala SS v

The 1966 Impala SS was facelifted with a revised grille and new rectangular taillights that replaced the triple round units. A chrome beltline strip shared with regular Impalas was added in response to complaints about door dings on the clean-lined 1965s. Inside were new Strato bucket seats with thinner and higher seat backs, and a center console with an optional gauge package available. Sales of the 1966 Impala SS dropped by more than 50% to around 117,000 units; this was mainly due to the sport/performance car market switching from full-sized models to intermediates (including Chevrolet's own Chevelle SS396 and Pontiac GTO), along with the emerging market for the even smaller pony car market created by the Ford Mustang in 1964 that Chevrolet would respond to with the Camaro for 1967.

1967 Impala SS v

The 1967 Impala SS was less decorated than other Impalas; Super Sports had black grille accents and black-accented body-side and rear fender moldings. Lesser models leaned more toward brightwork inside and out. Buyers could choose either vinyl bucket seats with a center console, or a Strato-Bench seat with a fold-down center armrest. Standard wheel covers were the same as the optional full covers on other big Chevrolets, but the centers featured the "SS" logo surrounded by tri-color ring of red, white and blue. "Chevrolet" and "Impala" callouts on the body were all replaced by attractive "Impala SS" badges. Of the 76,055 Impala SS models built, just 2,124 were ordered with RPO Z24, a special performance package that included RPO F41 heavy-duty suspension and other performance goodies, RPO L36 (385 brake horsepower (287 kW) Turbo-Jet 427-cubic-inch (7.0 L) V8, as well as a special trim package that replaced the "Impala SS" badges with large "SS427" emblems on the front grille and rear trim. The Z24 package also included a special hood with fake chrome-plated intake. Only about 400 Super Sports had a six-cylinder engine from 1967 to 1968, 390 brake horsepower (290 kW) in 1969, or L72 (425 brake horsepower (317 kW)) from 1968 to 1969. Special SS427 badging, inside and out, was the rule, but few were sold, since muscle car enthusiasts were seeking big-block intermediates, such as the Chevelle SS396 and Plymouth Road Runner.

In 1968 as Caprice sales escalated, those of the Impala Super Sport suffered a decline. Much of this drop in sales was no doubt due to the availability of big-block engines in the mid-sized (and lighter) Chevelle, and even Novas could be special-ordered with the 396 engine with the new-for-1968 body. No longer a separate series, the Super Sport was a mere $179 option package (Regular Production Option Z03) for the two Impala coupes and the convertible. Only 38,210 Impalas were so-equipped, including 1,778 with the Z24 package, which was carried over from 1967. In 1968 only, SS427s could be ordered without the Z03 SS package, which meant SS427 equipment but no bucket seats, SS door panels, or center console. The Z03 Impala SS could be identified by "Impala Super Sport" badges on the front grille, rear fenders and trunk lid. Z24-optioned cars included "SS427" emblems to replace the "Impala Super Sport" badges, a special layered "pancake" hood, and three "gills" mounted on the front fender aft of the wheel well à la Corvette Stingray.

Because of their rarity, Z24 cars command a much higher price on the collector-car market today. Although many owners tried to "clone" regular Impalas into SS427s, the unavailability of the special hoods and other trim items (on the 1967 and 1968 cars) makes this a difficult (and expensive) process to successfully execute.[citation needed]

1969 Impala SS Hardtop 427 v

In 1969, the Impala SS was available only as the Z24 (SS427), coming exclusively with a 427-cubic-inch (7.0 L) V8 of 335 brake horsepower (250 kW), 390 brake horsepower (290 kW), or 425 brake horsepower (317 kW). This was the final year for the Impala SS until 1994. The 1969 Impala SS was often considered a "sleeper" in that there was no distinctive SS badging inside the car except for an "SS" logo the steering wheel (again, there was no Z03 offered that year), and a true 1969 Z24-optioned car is the rarest and most collectible of any year with this package available. Like the 1968s, the Z24 could be ordered on the Impala convertible, Sport Coupe, or Custom Coupe. 1969 was the last year that the Impala SS was offered with the Z24 package, but the only year in which front disc brakes and 15-inch (380 mm) wheels were standard; that made the 1969 SS427 mechanically better than the previous versions in standard form. Therefore, the potential buyer of an advertised 1969 SS427 that has 14-inch wheels and/or drum brakes in front, would be aware that such a car may not be an authentic Z24 original. Although sales of 1969 Z24-optioned Impalas increased to approximately 2,455 units from the 1,778 Z03-optioned units of 1968, and high-powered big-block V8 engines continued to be available, there would be no Impala SS for 1970. The 427 was also replaced on the engine offerings list by a new Turbo-Jet 454 producing 390 hp for 1970.

1996 Impala SS v


info below: wikipedia

In 1991, the GM B platform was extensively redesigned, though it retained the same shortened frame design of the 1977 redesign. The Impala SS badge was resurrected at the 1992 Detroit Auto Show as a concept car designed by GM designer Jon Moss. The concept car was two inches lower to the ground than the regular Caprice, and was powered by a 8.2-liter (500 cu in) engine. Eventually, the concept car's engine was replaced with a 5.7-liter (350 cu in) engine derived from the Corvette in order to show the public what would be offered if put into production (an off-road specification 510-cubic-inch (8.4 L) V8 was eventually put into the engine bay of the prototype years later).

The 1994 Impala SS went into production on February 14, 1994 at GM's plant in Arlington, Texas,[2] and was almost identical cosmetically to the concept car, the only noticeable change being the chromed bowtie logo on the grill (vs a red logo on the concept). The car was, in essence, a high-performance version of the Caprice. From a mechanical standpoint, it used the Caprice 9C1 police package as its base and as such got most of the equipment formerly available only to law enforcement and government agencies. This included a sport-tuned suspension with reinforced shocks and springs, a high-capacity reverse flow cooling system (derived from the Corvette's LT1), larger four-wheel disc brakes, transmission cooler, dual exhaust, a higher-output electrical system, and other minor mechanical alterations. Not all of the police equipment was carried over however, as the Impala SS did not get the external oil-to-air engine oil cooler, nor were all the body mounts secured (the standard Caprice and Impala SS were assembled at the factory with the front 3 body mounts missing one of the rubber cushions, while the 9C1 was assembled with all rubber cushions in place), although both are popular aftermarket additions to the Impala SS by their owners.

The Impala SS was uniquely fitted with a standard 3.08 gear. The limited-slip rear differential was standard (as opposed to the option G80 on Caprices) and the suspension was an inch lower. A retuned LT1 5.7-liter (350 cu in) small-block V8 was standard on the Impala SS, making 260 horsepower (190 kW) and 330 pound-feet (450 N·m) of torque (retuned from the prototype's 300 horsepower (220 kW) rating). The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower. Another difference was that the Impala LT1 had 2-bolt main bearing caps while the Corvette LT1 had 4-bolt main bearing caps. The transmission used in the car was the 4L60E, which was an electronically controlled version of the previously hydraulically controlled 4L60. However, the transmission was not beefed up for the power of the LT1, and transmission failures after 100,000 miles (160,000 km) were commonplace.[citation needed] A manual transmission was never available in the 1994–1996 Impala SS. However, there is a growing trend of replacing the 4L60-E transmission, with the T-56 (6-speed manual) from the Camaro and Firebird using aftermarket kits. Alternatively, a popular enhancement was the addition of a shift-kit and/or a more aggressive torque converter. Several other cars in the B/D-body line also shared a similar powertrain: these were the Chevrolet Caprice, Buick Roadmaster, and the [D-body] Cadillac Fleetwood which all shared the LT1 engine and 4L60E automatic transmission.

Cosmetically, the Impala SS received body-colored trim, which helped reduce the sometimes "bloated" look of the standard Caprice, a unique single-bar grille with no hood ornament and, a rear deck spoiler. It was fitted with 17-inch (430 mm) brushed aluminum wheels with 255/50ZR17 all-season Z-rated tires. Inside, the car came with a central console with cup holders (1994 and 1995 models) and a storage compartment, leather seats embroidered with the Impala SS logo, and a standard leather-wrapped steering wheel. For the 1994 model year, it was available only in black with a gray interior. Due to a shortage of the unique five-spoke aluminum wheels (manufactured by ROH in Australia), only 6,303 cars were sold. However, the wheel shortage was remedied for the 1995 model year and 21,434 cars were sold.

In 1995, Dark Cherry Metallic and Dark Grey Green were added as exterior color options, and the body paneling on the rear quarter panel was altered to reflect the cosmetic effect formerly achieved by a window insert. Another change from 1994 was the placement of the side mirrors from pods attached to the door to a larger format attached to the 'A' pillar. 1996 was the last year of production with 41,941 units sold. The 1996 Impala SS production went late into the model year; the last one being produced on December 13, 1996. It saw minor interior alterations, with the digital speedometer being replaced by an analog one, along with a tachometer. The shifter was moved from the column to the center console, and the engine was given an OBD-II computer control system (the camshaft was reground to adjust for the new computer).

Special Ceremony
A special ceremony was held at the plant on December 13, 1996[3] for M.G. "Pinky" Randall, a Chevrolet collector from Houghton Lake, Mich., who bought the last Impala SS. When Randall drove the car with the dark cherry-metallic paint off the line, he was accompanied by County Judge Tom Vandergriff in the front passenger seat. In the back seat were Mayor Richard Greene, plant manager Herb Stone and Lonnie Morgan, president of United Auto Workers Local 276, which represents about 1,900 of the plant's 2,100 employees. "I didn't think this last car would get publicity like this," said Randall, 69. The Impala becomes the 46th vehicle in Randall's Chevrolet collection.

The entire B-body line, consisting of the Chevrolet Caprice, Impala SS, and Buick Roadmaster, was discontinued by General Motors, as GM wanted more assembly lines to be able to produce more profitable SUVs. Another fact was that the Caprice was the only B-body with a market share since fleet sales to law enforcement outnumbered sales of all other B-bodies.

2006 Impala SS v

The 2006 Impala was introduced at the 2005 Los Angeles Auto Show. Like the Buick LaCrosse, this model uses the updated GM W platform. The base engine is a 3.5 liter (214 cu in) V6 producing 211 hp (157 kW) and 214 lb·ft (290 N·m) of torque at 4000 rpm.[33] The new Impala features new taillights, different from the four-circle style of the previous generation.

The most notable news about the model, though, is the SS model's use of the Generation IV small-block V8 in a front-wheel-drive Chevrolet for the first time, and the first V8 in a Chevrolet sedan since the 1996 Caprice: the new 5.3 liter (325 cu in) V8 (with Displacement on Demand, now called Active Fuel Management or AFM) produces 303 horsepower (226 kW).[35] With the use of the 5.3 liter LS4 V8, the Impala SS is capable of a 5.6 second 0–60-mile-per-hour (0–97 km/h) time and a quarter-mile time of 14.2 seconds traveling at 101 miles per hour (163 km/h).[37] The car is 200.4 inches (5,090 mm) long, 58.7 inches (1,491 mm) high, and 72.9 inches (1,850 mm) wide.

2014 Impala SS, 6.2 liter, 415 HP v
2014 Impala SS,  6.2 liter,  415 HP

info below:

The all-new 2014 SS is Chevrolet’s first rear-wheel-drive sedan in its lineup in 17 years. Engineered for enthusiasts, this V8 sports sedan stays true to its roots by delivering performance with elegance. A 6.2L V8 engine provides 415 horsepower, 415 lb.-ft. of torque and 0-60 in 4.7 seconds flat. Forged aluminum alloy 19" x 8.5" wheels up front and 19" x 9" wheels in back are wrapped in performance summer-only tires† that plant an athletic stance, emphasizing this rear-wheel-drive’s capability. Restrained, but muscular, the Chevrolet SS sports sedan is a sophisticated machine. High performance Brembo® front brakes feature 4-piston, two-piece aluminum front calipers and 355mm front rotors. The calipers provide increased stiffness to reduce fluid displacement and the rotor design improves cooling and durability. The bright dual-exhaust tips put an exclamation mark on the rear design and delivers a throaty note performance enthusiasts expect. The backbone of SS sports sedan is its stiff structure that offers a rigid foundation for the suspension and enables precise ride and handling while helping isolate the cabin from road inputs. The Sport-Tuned suspension with a front MacPherson strut-based multilink system and a rear multilink independent system, combined with Electric Power Steering (EPS), provides handling prowess with added refinement. SS also has a near perfect 50/50 weight distribution, creating a nearly neutral package that also optimizes its handling characteristics. The result is a solid-feeling chassis with precise handling and control for the driver. Combine the smoothness of the 6-speed automatic transmission, 415-horsepower 6.2L V8 with the capability of TAPshift® and StabiliTrak® Electronic Stability Control, and the traction of a limited-slip rear differential to create one fast sport sedan — reaching 60 mph in 4.7 seconds. And race-proven Brembo® 4-piston brakes with two-piece aluminum front calipers and massive 14-inch rotors are ready to stand up to repeated hard stops.

"Looks like an updated G8 or Holden, to me. But that's not a bad thing. I like it!"


Edited by user Saturday, June 7, 2014 2:17:30 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#118 Posted : Sunday, June 8, 2014 4:04:54 AM(UTC)

^ 1972 Mercedes-Benz 300 SEL 6.3 v

info below: wikipedia

The car started out as a private venture in 1966 by company engineer Erich Waxenberger. His principle was simple: take the powerful 6.3 litre V8 Mercedes-Benz M100 engine from the luxurious 600 limousine, and fit it into the regular Mercedes-Benz W109 S-Class model which only had 6-cylinder engines at that time. The result was a nearly 2-tonne saloon with performance similar to most dedicated sports cars of the era. It is said that Rudolf Uhlenhaut, when invited to test drive the prototype, opened the hood at the first red light to find out how the big engine and its supporting equipment had been squeezed in there.

Surprisingly, the rather conservative company went ahead and launched the car into the marketplace at the Geneva Motor Show in March 1968,[1] in order to make better use of the M100 engine production facilities. The 6,500 build of the 6.3 outnumbered the 2,700 build of the 600 by far.

What set this car apart from its contemporaries in the late 1960s though, was that it could cruise at over 200 km/h (124 mph) with 5 occupants in complete comfort within the body styled by Paul Bracq. Later, the company also fitted new, smaller V8 engines into the W109 series. The 300SEL 4.5 was only available in the USA, while the 280 SE 3.5 Coupé could also be ordered in Europe.

In 1975, the Mercedes-Benz 450SEL 6.9 was introduced as a 300SEL 6.3 successor with larger displacement, modifications to the equipment, and more power.

6.3 litre V8 with Bosch fuel injection, 250 PS (184 kW; 247 hp), 300 HP SAE

0-62 mph (100 km/h): 6.3 seconds
0-100 mph (160 km/h) : 14.6 seconds
Standing 1/4 mile (~400 m) : 14.2 seconds
Top Speed : 229 km/h (142.3 mph)†
† Factory figures

Special build 300 SEL AMG 6.8 litre road race cars

6.8 litre engine fitted (315 kW/428 hp and torque to 62 mkg), the 300 SEL AMG could reach 100 km/h in only 4.2 seconds and a top speed of 265 km/h.

4-speed automatic gearbox

Air suspension, ventilated disc brakes on all four wheels, power windows, central locking and power steering all came standard. Air conditioning, power sunroof, writing tables (for rear seats), window curtains, audio tape deck and rear seat reading lamps were available as optional equipment.

6,526 of these vehicles were produced, and though quite costly to maintain, they are very collectible today.

Originally Posted by: robluvcars1 Go to Quoted Post
Repost: Originally posted 5 Feb 13

Also, some new players are invited to the party this season.

There will be limited foreign muscle allowed to compete, for those that want to race,

but cant quite bring themselves to drive "Uh-murican"...

Foreign muscle participation will be limited and reserved at the discretion of the race organizer.

"Life is like a box of just never know what you're gonna get!"

By the looks of these races, it's not chocolate we need to watch out for....but a "can of whup-az!"

Apparently, the Germans are known for walking around with big cans of the stuff in their pockets.

These two found out the hard way: just because the guy is in a suit (4-dr), does not mean he can't knock you out! "


Edited by user Sunday, June 8, 2014 4:10:04 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#119 Posted : Sunday, June 8, 2014 10:07:27 AM(UTC)



1977 Aston Martin V8 Vantage


info: wikipedia

The Aston Martin V8 Vantage was hailed at its 1977 introduction as "Britain's First Supercar" for its 170 mph (270 km/h) top speed. Its engine was shared with the Lagonda, but it used high-performance camshafts, increased compression ratio, larger inlet valves and bigger carburettors mounted on new manifolds for increased output. Straight-line performance was the best of the day, with acceleration from 0–60 mph (97 km/h) in 5.3 seconds, one-tenth of a second quicker than the Ferrari Daytona.[2]

The first series had 375 hp (280 kW), and series specific details such as a blanked bonnet vent and a separate rear spoiler.[3] 38 of these were built (plus 13 "Cosmetics" for the US).[4] The Oscar India (for 1 October, the date of introduction) version, introduced in late 1978, featured an integrated tea-tray spoiler and smoother bonnet bulge. Inside, a black leather-covered dash replaced the previous walnut. The wooden dashboard did find its way back into the Vantage during the eighties, giving a more luxurious appearance. The Oscar India version also received a slight increase in power, to 390 hp (291 kW).[4] This line was produced, with some running changes, until 1989. From 1986 the engine had 403 hp (301 kW).

The Vantage name had previously been used on a number of high-performance versions of Aston Martin cars, but this was a separate model. Although based on the Aston Martin V8, numerous detail changes added up to a unique driving experience. One of the most noticeable features was the closed-off hood bulge rather than the open scoop found on the normal V8. The grille area was also closed off, with twin driving lights inserted and a spoiler added to the bootlid.

The 1986–1989 580 'X-Pack' was a further upgrade, with Cosworth pistons and Nimrod racing-type heads producing 403hp. A 'big bore' after-market option was also available from Works Service, with 50mm carbs (instead of 48mm) and straight-through exhaust system giving 432hp (the same engine as fitted to the limited-edition V8 Zagato.[4] 16-inch (406-mm) wheels were also now fitted. If this wasn't enough, a 450 hp (336 kW) 6.3 litre version was also available from Aston Martin, and independents offered a 7 litre version.[5]

304 Series 2 Vantage coupés were built - including 131 X-Packs [6] - and 192 Volantes (in spite of only having been officially introduced in 1986, near the end of production). Of the 'Cosmetic' Vantage (for the US Swiss and Japanese markets, with fuel injection instead of Weber carburettors), 14 Series 2 coupés and 56 Volantes were built.[4] Cosmetic Vantages lacked the powerful Vantage engine but retained the Vantage name and most of its body alterations - though the lack of carburettors allowed a flattened hood. From 1980 they featured DOT-approved 5 mph (8 km/h) safety bumpers front and rear. Most of these cars have since been retrofitted with full power, European spec engines.[4]

Although the full spec (carburettor) Vantage models were not imported into the USA when new, they now qualify for entry under the DOT's 'Show and Display' rules in most US States. Federal requirements are also less strict for cars over 25 years old (as most Vantages now are).[7]

A Vantage Volante convertible version was also produced, between 1986 and 1989. Six mechanically similar cars had been built earlier to special order, but it was not regularly available until then. The production version featured an even deeper front spoiler than fitted to the Vantage, even wider wheel arches, and extended side skirts. In 1987 The Prince of Wales took delivery of a Vantage Volante, but at his request without the production car's wider wheelarches, front air dam and side skirts. This became known as the 'Prince of Wales Spec' (or POW) and around another 26 such cars were built by the factory. These are now generally considered the most desirable of all the 1970s/80s V8 models.

Though not American born, this car from across the pond, epitomized performance and luxury. Designed in Great Britain; it is a classic musclecar in every sense of the word: powerful V8, 4-seats, rear wheel drive, and a 2-door coupe body. The long hood and short rear deck are aggressively proportioned, yet tasteful. "This dog will hunt!" So beware, if you happen to go up against one.

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#120 Posted : Tuesday, June 10, 2014 8:46:33 AM(UTC)
Originally Posted by: robluvcars1 Go to Quoted Post
Repost: Originally posted 5 Feb 13


There will be limited foreign muscle allowed to compete, for those that want to race,

but cant quite bring themselves to drive "Uh-murican"...

Foreign muscle participation will be limited and reserved at the discretion of the race organizer.

Toyota Supra (its a Japanese Camaro/Mustang).
Stock 320 HP engine, rear gear, 13.58 e.t. in 1/4 mile at 104 mph



info below: wikipedia

The Toyota Supra is a sports car/grand tourer that was produced by Toyota Motor Corporation from 1978 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider.[2] Starting in mid-1986, the Supra (in its third generation, Mark III) became a separate model from the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra.[3] Owing to the similarity and past of the Celica's name, it is frequently mistaken for the Supra, and vice versa. First, second and third generation Supras were assembled at Tahara plant in Tahara, Aichi while the MKIV Supra was assembled at the Motomachi plant in Toyota City. In 1998, Toyota ceased sales of the Supra in the United States[3] and in 2002 Toyota officially stopped production of the Supra in Japan.

1992 Toyota Supra 2.0 TT

Probably compete in FAPSD in F Bracket. ^

Gen III 1986-1992

In May 1986, Toyota was ready to release its next version of the Supra. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front-wheel drive, utilizing the Toyota "T" platform associated with the Toyota Corona, while the Supra kept its rear-wheel-drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 200 hp (149 kW) inline 6. Although only available in naturally aspirated trim in 1986.5, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market.

The new Mark III Supra engine, the Toyota 7M-GE, was the flagship engine of Toyota's **** nal. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota's first distributor-less engine offered in the US which used coil packs sitting on the cam covers and a cam position sensor driven by the exhaust camshaft.[11] It was equipped with a CT26 turbocharger and was rated at 230 hp (172 kW) at 5600 rpm while the naturally aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 rpm. Further refinement on the turbo model increased power to 232 hp (173 kW) and 254 lb·ft (344 N·m) in 1989. This was mostly due to a redesign of the wastegate. All models used the same tire size of 225/50R16 on 16x7 inch wheels. Spare tires were full-sized but on steel wheels.

Owing to a large error in the factory head bolt torque specifications (likely owing to switching away from using an asbestos head gasket in lieu of a copper one), all of these engines had severe problems with blown head gaskets. Toyota never issued a recall for any of the affected vehicles. The problem could be easily fixed by replacing the head gasket and torquing the head bolts to 75 lb·ft (102 N·m) of torque. However, owing to the lack of a recall or appropriate service bulletin, the head gasket problem would recur in another 75,000 miles or so if the gasket was replaced and the bolts were retorqued to the erroneous service manual specifications of 56 lb·ft (76 N·m). With the head bolts torqued correctly, the engines were otherwise extremely durable.

The naturally aspirated came as standard issue with the W58 manual transmission. The turbo versions included the more robust R154 manual transmission. Both were available with the optional 4-speed A340E automatic transmission.

The third-generation Supra represented a great deal of new technology. In 1986, options available for the Supra included 3-channel ABS and TEMS which gave the driver 2 settings which affected the damper rates; a third was automatically activated at WOT, hard braking, and high speed maneuvering. HKS also made a "TEMS Controller" to hack the system and activate it on the fly, though the controllers are now nearly impossible to find.

1998 Toyota Supra RZ TT

Probably compete in FAPSD in E or D Bracket.

Gen IV 1993-2002
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models,[13] and official mass production began in April 1993.[13] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm.[13] The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h).[16] The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake on the hood. Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires. All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.[17]

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock Mark IV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the Mark IV managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft)[18] The Mark IV Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m),[19] the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO
2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO
2 emissions in the range of 224 g/km.[citation needed]

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

Both the Mark III and Mark IV are allowed to compete in FAPSD.


Edited by user Tuesday, June 10, 2014 9:54:38 PM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#121 Posted : Thursday, June 12, 2014 12:51:45 AM(UTC)
Originally Posted by: robluvcars1 Go to Quoted Post
Repost: Originally posted 5 Feb 13

Foreign muscle participation will be limited and reserved at the discretion of the race organizer.

2003 BMW M5 (aka Sucker Punch),
Stock engine with 395HP, stock rear axle ratio, 12.98 e.t. 1/4 mile, at 111 mph



info below: wikipedia
The BMW M5 is a high performance version of the BMW 5-Series executive car built by the Motorsport division of BMW. Beginning production in 1986, the first incarnation of the M5 was hand-built utilizing the 535i chassis and a modified BMW M1 engine, being the fastest production sedan in the world at the time of its introduction.[1] Subsequent iterations of the M5 have been built from each generation of the 5-Series platform, including the E34, E39, E60/E61, and most recently, F10, with the first orders delivered in late 2011-2014.

"I love these cars!"


Edited by user Thursday, June 12, 2014 8:21:11 AM(UTC)  | Reason: Not specified

Burn rubber, not your soul!
FM1, FM2, LCE-FM3, LCE-FM4, LCE-Horizon, LCE-FM5, Horizon 2, LCE-FM6
Rank: A-Class Racing License
#122 Posted : Saturday, June 14, 2014 7:44:43 AM(UTC)


The Lotus Carlton (in mainland Europe, the Lotus Omega and sometimes called the Vauxhall Lotus Carlton in the UK) was an Opel Omega (Vauxhall Carlton) saloon upgraded by Lotus Cars to be a 177 mph (285 km/h) sports sedan with acceleration to equal contemporary supercars. Like all Lotus vehicles, it was given a type designation — Type 104 in this case. The external differences were minimal with the addition of a rear spoiler, vents on the bonnet, Lotus badges on the front wings and bootlid, a bodykit and considerably wider wheel arches distinguishing it from a standard Carlton.[1] The car was only sold in one colour, a shade of British racing green called Imperial Green, a very dark green that in anything but direct light appears black.

The Lotus Carlton produced 377 bhp (281 kW; 382 PS) and 419 lb·ft (568 N·m) (of which 350 lb·ft (470 N·m) was available from 2000 rpm.)[5] The car was capable of 0–60 mph in 5.2 seconds and achieve 0–100-0 mph in less than 17 seconds. Tall gearing allowed it to achieve approximately 55 mph (89 km/h) in first gear. The Lotus Carlton/Omega held the title of the fastest four-door saloon car for some years.

The Carltons were a favorite target of joy-riders and other thieves, which posed a problem for the police, who had nothing quicker than the 24V Senator Bs. A gang of robbers used one in a string of ram-raids of off-license liquor stores and newsagents, stealing tens of thousands of pounds worth of cigarettes and alcohol. The small 'panda cars' used in urban policing were limited to just 90 miles per hour (140 km/h), leaving police unable to give chase.[6]

Because the Carlton could equal or exceed the performance of many contemporary sports cars while also carrying four passengers, it generated some controversy among the automotive and general press. Bob Murray, then editor of Autocar magazine, wrote: "Nobody buying this car could possibly argue he either needs or will be able to use a top whack which is claimed to be around 180 mph." Murray went on to suggest that Vauxhall should follow the example set by German automakers (who had begun electronically limiting the top speed of their high-performance cars to 155 mph.) This sentiment was picked up by newspapers and talk radio stations, who would interview people calling for the car's ban. Ultimately, the General Motors Europe executives associated with the project voted unanimously to not restrict the car's top speed, and it was released to acclaim from the motoring press.[3]


Edited by user Saturday, June 14, 2014 7:59:31 AM(UTC)  | Reason: Not specified

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#123 Posted : Tuesday, March 22, 2016 8:41:57 PM(UTC)

Thinking about doing this over on Forza 6. Stay tuned...

Burn rubber, not your soul!
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