I can only imagine the very educated and insightful comments you will get on this picture and asking if readers want to see more of it. I'll go easy on you and just say no, thank you. Other than that, keep up the good work.Riddler in Maryland
BLING BLING, should CHP be bringing more bling? Come on guys, this is just as much your mag as it is ours. Would you want bling in CHP? In my opinion. most blingers look as if they traveled down the tacky isle with crap magnets attached to their ride. We don't need the word tacky or crap associated with CHP. Leave it to the bling mags to keep it real!Michael Abbott IIFremont, MI
Fling the bling!!! I left Hot Rod (and the Playboy spreads) for CHP because of the tech.Richard DahlMead, WA
Leave the bling for other magazines.Please?Tina Ward
The August CHP was great! The two Chevelles you featured were really sweet. And about the "more bling" question, please leave that for the "bling" magazines. Thanks, and keep more issues like August coming.Graham McCullough
383 SpecsThanks for the article testing cylinder heads on the 383 in the Aug. '06 issue. What are the specs on the 383: piston type, compression ratio, header tube diameter, ignition, carb size, and rocker ratio? Thanks again for the article; the new format of your mag is great!!!Shane TerryTuscumbia, AL
The 383 we used is the same one from the July '06 issue, where we tested six camshafts ("The Ultimate 'Stick"). Keep in mind that the compression varied slightly, according to combustion-chamber size. Our test heads varied from 63 to 73cc, making the compression as low as 9.14:1 and as high as 10.19:1. To answer your other questions, we used a 750 Speed Demon, MSD Digital 7 ignition, a set of Comp Cams 1.5:1 roller rockers, flat-top pistons, and 131/44-inch Hedman headers with 18-inch collectors. And thanks for the three exclamation points.
Name Our Project Car!Last month we gave you a sneak peek at the intake manifold we're planning to use on the nitrous-packing big-inch big-block combination we're building. This month we're finally unveiling the new ride: a '91 Camaro Z28. Why a third-gen, you ask? Simple. The engine bay lends itself well to the big-block, giving ample room to work without having to have lady fingers. The aero body is a plus for the top-end charge. And most importantly, it was in our price range.
Don't let people tell you that you can't get a good deal on these cars, especially since ours was obtained for $2,000 in complete working order. To offset some of the costs, we traded the drivetrain for some initial labor and we still have pieces left over that can be placed on eBay. Not a bad deal, huh?
As for the direction of our ride, we're looking to build a sportsman-level radial car to compete in our local series on a set of Mickey Thompson P275/60R15 drag radials. Chris Alston's Chassisworks is currently building the 25.5 'cage and suspension, while C&O Automotive is handling the engine build. All said and done we expect to be in the bottom 8s; where it goes from there is anyone's guess, but it's safe to say that the power level will be sick!
We'll admit that it's a bit on the extreme side, but it'll enable us to bring real-world applications like suspension tech, engine tuning, nitrous how-tos, tuning for various track conditions, chassis fundamentals including scaling and certifying, and all the dos and don'ts of a high-horsepower strip car. All of this tech will be approachable for everyone from weekend warriors and bracket racers to the hard-core class competitors.
Now that you have a better idea of where we're taking our third-gen, help us name our project car by e-mailing us at chevyhi@primedia.com. If we go with the name you submitted, we'll send CHP goodies that won't disappoint.