from the 330 chevette for sale thread

Thanks Kenny or Lisa :confused: I couldn't remember who owned it first. I knew it wasn't Chris Boyer. He bought it from Todd.
 
DirtSurfer said:
Smurf, you can have weight jacks on a leaf car. They have to be the type that replace the rear shackles. I don't know the effectiveness but....You CAN run them. I saw this set up on a vintage race car our is differnt
I don't think that the factory S-10 front end parts on a chevette are a cardinal sin, but hiems aren't stock and a tube frame is a little extreme for a mini(STOCK) class. I too was told that this car was not a legal DRR car from the start. hey next time you get a chance look at a chevvet I belive a chevette would be a great ministock they have a 3 or 4 link factory rear (like a corrolla) and the factory front end is easy to drop weight jacks in...they just took this chevette to far and for what reason??

I don't feel strongly against set backs for the truck motors, but there needs to be a limit. I would only favor it for a truck in the class because they have more frontend weight than that of a car bodied racer because of the motor position and body construction. Stock position may be the best medicine here. that should be a factor when you decide to build a car.actullay a pinto is heavy in the front also

As far as intakes and heads and things of that nature- Time and availability should set the tone for stock vs. aftermarket intakes. The good ones are hard to find for ford motors which portrays the need, but the equal Chevy or Dodge, etc. parts don't exist. It is very hard to find performance parts for the chevy motors and I am sure it is the same with the dodge/mitsubishi parts. Ford performance stuff is dime a dozen, so to speak. There is too much of an advantage with the fords if you let it go to aftermarket intakes. true a 2300 is easy to find parts for kinda like a chevy for purestreets and above classes also another item you have to look at when building/buying one

Oversized valves may help a little, but without porting they aren't going to make a major jump in horsepower. It is kind of like overbores, yeah you get more cubes but you get more weight too, and you're still feeding it through the same port. true keep porting and polishing OUT like you said you have to do the rest for the bigger valves to actullay do there job

CARBS......Can anyone say 1 3/8" venturi, bottom line. 1 carb, 2 barrels, 1 3/8" venturi and who cares what CFM they want to call it. The venturi sets the limit here. yep a 500 holley is to much on a 2300 and a 2.5 most of the time you get a 500 holley you have to spend more money to stop the "pullover" problem


Now for another roar from the chevy camp... How about allowing a stronger rod/wristpin, piston and crank in the chevies? It is proven that the motors can't take higher RPMs like the ford can. Also the overhead cam motors can make a little more power than a pushrod engine, so what would be the harm in allowing it? If they run stock they may be replacing the motor or rotating assembly several times throughout the season and that could easily equal what they would spend on a good assembly that would last.. the highlighted part is the problem to many will want to go a little extreme here then if the track checks them for this all you here is a bunch of griping I feel for the chevy guys I know the 2.5 can't run real tight (I turn a 2300 65-70 on a stock motor)I have seen more 2.5 crap the rods out the side than I have a ford.
There you go Smurf, remember you asked....
Click to expand...


oh thanks Randy comment like this is what I was looking for Thanks for your comments....
 
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