August 2011 Chevy High Performance Q&A

Performance From Around The World

Kevin McClelland Jun 30, 2011 0 Comment(s)
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The final step in this process is welding everything back together. You should use either a wire-feed MIG welder or a TIG welder. Again, you must have the proper skills and equipment to do this properly and have a safe outcome for your modifications. First, tack-weld all of your plates into position. Then weld small sections at a time to prevent putting too much heat in to the base metal. For instance, you could weld across the length of the crossmember, then let the area cool for a period, until the area is just hot to the touch. Then do the vertical welds on each end and let it normalize again. Continue until you’re fully welded.

Hopefully this is what you were looking for. If any of this sounds like it’s beyond the scope of your skills, please look up a chassis or 4x4 shop in your area. The off-road crowd makes serious modifications to their trucks. They can possibly help you out with your fabrications. Good luck.


Torque Monster

Q: What do you think about this engine combo? It is a 489-cid big-block with a 4130 steel crank, rods, and Probe pistons with 10:1 compression. The cam is a COMP Cams Xtreme Energy solid that specs out at 244/252 degrees duration at 0.050-inch tappet lift, and has 0.590/0.598-inch max lift on 110 centers. The heads are 781 casting oval ports with 2.19/1.88-inch valves, ported and polished. My intake is a Professional Products Crosswind dual-plane, which has a powerband of 1,500 to 6,500 rpm, and a Pro-Systems 980-cfm double pumper carb. For spark, I’m using an MSD distributor and Procomp box, and Hooker Super Comp headers. To transmit the power I’m running a TH350 trans with a 3,200 stall and 373 rear gears. This powertrain is going into an ’83 Monte Carlo. What do you think it will run in the quarter-mile? Is this a good combination, and should it have good torque and power? Thanks!


Via email

A: We think your Monte had better be ready for its new engine. The component package you’ve spec’d out is great and the torque from your little 489 will move your Monte very well. As long as your cylinder heads were prepped, we see no reason you shouldn’t make around 580 hp and over 600 lb-ft of torque. With the oval ports and the dual-plane manifold, the horsepower peak should come in around 6,600 rpm, and torque peak should be in the high 4,000 rpm range.

We hope you’ve added some traction-enhancing components to the chassis and more than street tires on the rear. There is no reason this engine shouldn’t push your Monte into the high 10s—if your chassis can apply the torque to the track. There are many suspension packages on the market to hang the front wheels of your Monte in the air. Have fun with it and be careful.

LS1 Power

Q: I recently had my ’55 Chevy dyno’d at a local shop. My car was incomplete (no glass, front clip, decklid, and interior). It has an LS1 from a ’98 Camaro (I was told) with a six-speed from the same year. The only modification done to the engine was a COMP Cams 63LS 212/218 duration at 0.050-inch lift, valve lift 0.522/0.529 inch, with a separation angle of 114 degrees. The valvesprings are COMP Cams PN 26918. The intake has been changed to an LS6 of the same year. The oil pump is a 99-LS1-OP from Thunder Racing. Custom Jet-Hot–coated headers were installed from Art Morrison and left open for the test. The computer is what was used in 1998 and mapped to look like an LS6. I don’t even know if this is possible. Finally, I have a 9-inch Ford 3.50:1 posi and P275/40ZR18 GY Eagle ZR tires on the rear. At first I was going to use a 4L60E, but I switched to the stick. I assume I won’t be happy with those gears, but I am going to try them at first.


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