Originally Posted by stdreb27
Well, stick a V-Tech DOHC+ no3 linked with the gas peddle, larger injectors, nice set of headers, a radical cam, a little boost and a computer chip On a 91 hatch, only weights 2200 pounds. will create a 11 ok high 11 second car. oh it did have some Z rated tires on there too. And with front wheel drive it did have the obligatory little rolling start. And well the motor did have 150,000 miles on it. Not really up to honda standards but we romped the ---- out of it. (got the save the mods some work)
(don't worry it was bright Red) a republican car. :hilarious
Ahhhhh . . . like I said, I haven't kept up with all the latest stuff. Back when I was hot-rodding, Jimmy Carter was President, and nitrious was just starting to make its appearance on the streets. Of course, rolling starts were just a no-no, something for somebody drivin' their momma's car! (I'd insert a "just kidding" smiley here but I don't use them!)
Can dig the lightweight too. I had a standing rule . . . never race a motorcycle. Even if it had just a little more juice than a riding lawnmower, I'd already lost the power-to-weight battle big time.
The thing with the turbo'd hondas are they really pull on the top. I have a 92 mustang gt. It pulls harder inthe first half of the track and that makes up the difference on the top end. The turbos leave softer but make up the difference with top end charge.
That I can understand, and know well about. On my '67, I normally ran a Holley 650 w/two accellerator pumps and mechanical secondaries (the famous "Double Pumper") because it made the car a little snappier light-to-light. But whenever we went out to the country road to run a quarter-mile, I actually switched carbs. Kept a Holley 780 w/vacuum secondaries in the trunk and with one wrench and a screwdriver, could pull over and in be back on the road in less than ten minutes. I made sure the bolt holding the aircleaner on was the same size as the carb bolts, the throttle linkage was a clip, and IIRC I had to use a golf tee to plug a vacuum line when running the 650.
The larger carb would give me more acceleration at the back half of the race, which was where I would win (when I did) because as I mentioned earlier, I had a relatively high rear-end ratio and a circle-track flywheel which really hampered me jumping off the line. The reason behind the flywheel was that the engine was built by a local SCCA racer who put it together for a friend of mine (Who I bought it from) to circle-track specs. He also ported the heads, which seemed somewhat redundent since stock 351 Cleveland 4V heads had more flow than big-block Chevy engines at the time. But it was balanced and had a steel crank and rods so I just let that sucker wind up and scream for all it was worth. Caught my share of opponents near the end who believed they had already won and were starting to think about that case of beer they thought they were going to win.
Hey Ol'Salty, I had an '89 Mustang 5.0 LT (Same-same mechanically as a GT without the exerior trim) and loved that car, although my favorite was my '71 Mach with 351 and Ram Air induction.
.
