Welcome to
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Welcome to |
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It was in sad shape when I had bought it, needing motor, tranny and body work desperately.
Photo courtesy of my wife Maria, who puts up with my childish behavior and
let's me blow serious amount of cash.
Questions? Comments? You can email me, just click here
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By replacing the stock 882 cast heads with Edelbrock Performer
RPM heads (#6089's), I was able to pick up some speed and shed some time. The compression was
bumped up to a decent 10.6:1 with the 64 cc chamber. The time is now a best of 11.97 @ 111 miles per hour.
My previous best was a 12.56 @ 106.48 mph with the 406 and 882 cast heads at New England Dragway. The 406 was
assembled in the winter of '99/'00.
That's up from my 350's best of 13.41 @ 103 mph.
In the beginning stages:
The color was a puke mint green; it had a ragged interior that
was "spray bombed" black. For more information and pictures of the work done to get this car
rust free and painted, take a look at my Body Work Page. The engine was a 283ci-tired small block, a 2-speed powerglide (power slide)
transmission, and a one-tire-fire 3.08 rear end. With its 14" 185/70R14 tires, it really wasn't a drag car. It seemed respectable, looked good for its age, but cried out to be loved.
My first order of business was to take out the severely worn out 283, after all 4 psi of
oil pressure at idle, 10 psi driving, it wasn't too impressive.
Before the snow flew, I decided to swap out the ring and pinion open differential, for a limited slip, 3.73 rear. Although it was a 10-bolt rear end, I have heard of many people beating 10-bolt's severely and most still surviving, as long as you set them up correctly. This was the first rear end I have personally set up myself. I set up the new rear with an Auburn limited slip, US Strange Gears and Timken bearings. The first maiden voyage proved that the car was now transferring the power down to the ground, laying serious strips on demand. Traction was limited on those 14" pizza cutter tires.
The car, in this format, had run a best of 13.7 in the quarter @ 97 mph. I actually was happy with that for what I had in it, besides nothing I have ever owned was even close to being that quick.
Some of the latest pictures taken at New England Dragway, in Epping New Hampshire at the Super Chevy Show, 2000:
Since it's initial purchase in the spring of 1998, the list below is SOME of what was put into it (current configuration):
406ci small block, Edelbrock Performer RPM Heads (#6089), Com Cams Extreme Energy 274 Hydraulic, KB hyperutectic pistons, 9.4:1 compression, Edelbrock Performer RPM intake, Holley 700 double pumper, MSD billet distributer, MSD 6A, and Headman Headers.
TH350 reworked by Transmissions Plus in Hookset, NH; (winter 2001/2002) 3500 B&M Stall Converter.
GM 8.2" 10-bolt, U.S. Strange 3.73:1 ring & pinion, Auburn Limited Slip.
Rear multileaf springs, urathane bushings, U-Bolts, South Side Machine lift bars, South Side Machine weld in frame connectors, (Winter 2001/2002) Poly Graphite (poly urethane) front end, Front Disc Brake Conversion.
Dual 2.25" with 3 chambered Flowmasters, Exiting in stock location, done by Matt Cloutier, Meineke Muffler, Merrimack, NH.
NOS front fenders, full length floor pans, filler panel between rear window and trunk, bumpers, grill, headlight bezels, trunk inset, exterior door hanldles, drivers door mirror, weather stripping, and window felts.
Headliner, carpets, front and rear seat covers, (4) interior panels, package tray, dash pad, and door handles.
Rear: 15 x 7 (4.5" backspacing) Weld Drag Lites, 26 x 10.5 x 15 Mickey Thompson Sportman Pros; Front: 15 x 5 Weld Drag Lites (3" backspacing), 165SR15.
Line-Loc
1996 Dodge Viper GTS Blue
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