Torque! Rocket power vs LS power
- Thread starter L92 OLDS
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Hate to break it to you. We're all already that old guy. All of us.
Thanks for helping to prove my point. I could care less what engine you use to power your gbody. I care so little.....that I wouldn't even think to come up with a derogatory term to describe your engine preference (hell the term would also apply to myself as well having owned and still owning factory powered g-bodies).
From what I've seen, most others in the LS camp see things the same way....vintage BOP, SBC were good.....but LS technology is a better way to meet our objectives at a lower cost.
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Apparently I missed this meeting. I heard the Koolaid served made you feel all warm and really fuzzy.
What do G-body doors and my *ss have in common? They are both sagging.
What do G-body door hinges and my knees have in common? The both creak, groan, and need lubrication.
What do the pinion seal in a G-body and my prostate have in common? They both have a slow drip causing unsightly stains.
I need to get back to reading about Russian state subversion in the Baltic region. Stop distracting me.
A better comparison would be how the Star Wars fanbase is similar to the G body fanbase in that both are splintered into many fractions that bicker and fight with each other. For a small example you got the old timers who only like the original films, thde new guys who only like the Disney sequals who fight with the old timers, the prequel fans who are caught inbetween, and the spinoff media guys who only like the spinoff stuff like books, TV shows, and video games. Each of them have various sub fractions. In the end its all just subjective opinions over films.
The G body fanbase is similar, you got Olds guys, Chevy guys, Turbo Buicks guys,,etc. Thd LS swap fanboy8s are the newest fraction and likd thd Disney sequel fanboys often have the biggest egos and mouths, more so than even the turbo Buick guys. Each of those fractions have sub fractions like keeping things period correct or emissionm legal to full time track use. IMO, both the Olds and LS guys here are behaving poorly.
Well I think of everyone but me in derogatory manners so I can quickly come up with names for them. Joking aside, I don't really care what other people put in their car either. However, I will call anyone acts obnoxiously derogatory terms. Many, but not all LS guys develop unwarranted self importance and go around and badger any non LS guys, derail threads, and other BS. They behave exactly like Turbo Buick fanboys, arrogant and snoby. Of course not every Turbo Buick guy is a fanboy either, but a large number of them are.
Lower cost is pretty subjective. Juse to tune a LS requires $650+ software vs $15 in basic hand tools. Modern stuff is locked behind hefty software paywalls and requires professional training to become good at it. Then you have various eco and nanny tech to deal wity like lazy DBW, yuck. Sady modern tech is simply designed and built to be less serviceable by non professionals and its only to get worse. Its why many LS guys farm out most of the swap work like wiring and computer tuning.
Then there are the cost of parts. An SBC intake gasket set is $20, an LS set is $160 on Rockauto. Modern don't t come cheap, and most old timers see modern stuff as more expensive and overcomplex way of doing the same thing. It doesn't matter if the block can take 1,000 hp when a G body can only take 400 hp before twisting apart. Overall, cheaper and better is subjective.
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Here is a wheel horsepower test. It was lacking proper spring pressure, breaking up at 4700 rpm.
Engine data:
- 330 bored .020 over, Egge high compression pistons, a little short on compression height, but block decked .010. Haven't measured actual compression or deck height, but builder calculated 10.4 to 1. He later pulled the heads, after calculating it was actually 9.3 to 1 compression.
- Running 93 octane with 35 degrees total timing. Recurved HEI with 13 degrees initial and 35 degrees all-in at 2500 rpm. 10 degrees of vacuum advance.
- Stock #4 heads with stock valves, no porting but three angle valve job
stock 330 cast iron 4-barrel intake
- 1977 Quadrajet running 12 to 1 AFR at WOT (per AEM wideband). Secondaries opening fully, no air cleaner during these dyno runs
- Fuel was at 12 to 1 throughout the RPM range, so not leaning out
- HEI seems to be struggling and will sometimes miss fire above 5,000 RPM, but ran okay during these pulls, no miss fires.
- 1.75" full length headers, 3" collector with 18" extension, transitions into 2.5" dual exhaust, no h-pipe, exiting underneath before the rear end, cheap Thrush Turbo mufflers (replaced Flowmaster 40s after getting fix-it ticket from the police)
- Th400, 3.90 rear with 28.5" tires. 3333 rpm at 70 mph. Hit 115 MPH on this dyno run in 3rd gear (1 to 1). Should have seen 5,250 RPM, so converter must be slipping a little. Hughes 2,500 stall converter.
- and most importantly -> Comp Cams 265DEH cam with 211/221 duration at .050, 110 split
- 330 bored .020 over, Egge high compression pistons, a little short on compression height, but block decked .010. Haven't measured actual compression or deck height, but builder calculated 10.4 to 1. He later pulled the heads, after calculating it was actually 9.3 to 1 compression.
- Running 93 octane with 35 degrees total timing. Recurved HEI with 13 degrees initial and 35 degrees all-in at 2500 rpm. 10 degrees of vacuum advance.
- Stock #4 heads with stock valves, no porting but three angle valve job
stock 330 cast iron 4-barrel intake
- 1977 Quadrajet running 12 to 1 AFR at WOT (per AEM wideband). Secondaries opening fully, no air cleaner during these dyno runs
- Fuel was at 12 to 1 throughout the RPM range, so not leaning out
- HEI seems to be struggling and will sometimes miss fire above 5,000 RPM, but ran okay during these pulls, no miss fires.
- 1.75" full length headers, 3" collector with 18" extension, transitions into 2.5" dual exhaust, no h-pipe, exiting underneath before the rear end, cheap Thrush Turbo mufflers (replaced Flowmaster 40s after getting fix-it ticket from the police)
- Th400, 3.90 rear with 28.5" tires. 3333 rpm at 70 mph. Hit 115 MPH on this dyno run in 3rd gear (1 to 1). Should have seen 5,250 RPM, so converter must be slipping a little. Hughes 2,500 stall converter.
- and most importantly -> Comp Cams 265DEH cam with 211/221 duration at .050, 110 split
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