Trick 951's
10-19-2007, 05:43 PM
#121
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If you're referring to the oil tank for the dry sump in the Cola coloured V8 car, I was just looking at that and thinking how unsafe that is if you had a nasty accident. Unlikely for it to get damaged, but there is nothing between boiling hot oil and the driver. Want to hope you're wearing a good suit!!!
10-19-2007, 08:59 PM
#123
If you're referring to the oil tank for the dry sump in the Cola coloured V8 car, I was just looking at that and thinking how unsafe that is if you had a nasty accident. Unlikely for it to get damaged, but there is nothing between boiling hot oil and the driver. Want to hope you're wearing a good suit!!!
Its pretty safe - the reason is the aluminum is soft, so you'll get deformation, and then everything will shoot out the overflow, especially if you use a -20 vent.
10-19-2007, 09:02 PM
#124
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I got the same tank too, but I ain't putting where he has. Maybe having a full cage would be reassuring but if mine goes inside the cabin, it's getting some sort of sealed cover just in case. We're still thinking about alternatives.
10-19-2007, 09:24 PM
#125
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10-20-2007, 01:04 AM
#126
Burning Brakes
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10-20-2007, 07:40 AM
#128
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DVC, that blue car with the LT1 was built by black forest racing in NC correct? If it is the same car which it looks identical other than decals, I saw it yesterday and man does it sound strong. My car was down there being worked on and John the owner bf racing showed me the car and started it for me.
10-20-2007, 10:54 AM
#129
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So to digress. If we make a motor that has 500+whp, what else do we strengthen? We can look at CV's, axles, drivetrains, clutches, or just put on skinny wheels. It's the domino theory. You just keep going down the line. What do you guys with the V8 conversions do?
10-20-2007, 11:37 AM
#130
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10-20-2007, 12:05 PM
#131
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Shorter service intervals. I think that driveshafts and CV's need to be thought of more as wear items, and not expected to last so long. We'll fork out hundreds on tires knowing darn well they may only last a few sessions, if that. But sometimes we expect our T/A components to nearly last for years.
When these parts are fresh, they are stronger than they are given credit for.
I also think a lot of it has to do with the touch of the guy working the loud pedal. Just look at how many of our transaxles have been grenaded with a stock N/A motor - especially in an autox. The V8's for the most part are using 951 transaxles and OEM shafts, with no issues. But I also feel that there are very few 948's making the peak HP that some of the 951's are.
The cola colored car of Pat's that's pictured in this thread, now has a stroked and cammed LS1 through a 951 trans (huge tires) - tracked frequently with no issues.
10-20-2007, 05:04 PM
#132
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Okay, okay, sorry this will be the last V8. I'm afraid I'll be getting my membership revoked if I continue 
This 951 has an extremely durable hiney, and can handle 600 plus rwhp no problem:
C5 Corvette torque tube, transaxle and entire rear tranny/suspension cradle. C5 Corvette dual rear A-Arm suspension.
This 951 has an extremely durable hiney, and can handle 600 plus rwhp no problem:C5 Corvette torque tube, transaxle and entire rear tranny/suspension cradle. C5 Corvette dual rear A-Arm suspension.
Last edited by DVC; 10-20-2007 at 05:40 PM.
10-20-2007, 09:44 PM
#134
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+1, but I'd like to see it from behind to see how open it looks with those rear flares?
