Nova67ss
New member
Some of U here on the board have asked nice about the buildup on Roberts Sy, 
and some have been bluntly craving the same..
Robert have answered all Questions but one, in different Q´s and different threads .
Now I put toghether all the bits and peaces, and presents for ya all, a wipe out recepie for an 8 sec Sy..
SHORT BLOCK GM Bowtie:
Displacement: ci 288,4
Bore x stroke: 4.030 x 3.75 ( 102.36mm – 95,25mm)
Rod length: 5.700 (144,78mm)
Rod/stroke ratio: 1.52:1
Block deck height: 9.025 (229,235mm)
Piston volume: -35 cc (dish)
Head gasket compressed volume: 8.6 cc
Compression ratio: 8.8:1
Piston-to-wall clearance: 0.0045 cold (0.114mm)
Main-bearing clearance: 0.0022 (0.0559mm)
Rod-bearing clearance: 0.0020 (0.0508mm)
Rod side-clearance: 0.012 (0.305mm)
Crankshaft thrust clearance: 0.005-0.007 (0.127 – 0.178mm)
Piston compression-ring endgap: 0.030/0.030
Piston oil-ring rail endgap: 0.012 minimum (0.308mm)
Floating piston pin-to-rod: 0.0012 (0.0308mm)
Piston-to-head clearance: 0.0565 (1.435mm)
Engine oil: Castrol 10W60 EDGE synthetic, 7 quarts with filter
CYLINDER HEADS 18`GM bowtie:
CNC- ported by Chapman
Valve size: 2.10/1.60
Combustion-chamber volume: 52 cc
Intake/Exhoust flow: 340/260 In/Ex 77%
Valvespring od/id: 1.509/0.697
Valvespring seat pressure: 200 lb @ 1.790
Valvespring open pressure: 500 lb @ 1.181
CRITICAL FASTENERS:
All studs: Bottom hand-tight (dry or light oil) Values are with ARP lube,
ARP main stud nuts (1⁄2): 100 lb-ft
ARP main stud nuts (7⁄16): 60-65 lb-ft
ARP main stud nuts (3⁄8): 45 lb-ft
ARP main cross-bolts (7⁄16): 55-lb-ft nominal
ARP main cross-bolts (3⁄8): 35 lb-ft nominal
ARP head stud nuts (7⁄16): 80 lb-ft
ARP rod bolt (7⁄16): 0.005-0.007 stretch @ minimum of 75 lb-ft
ARP balancer bolt (3⁄4): 200-250 lb-ft (oil)
TA rocker-shaft-stand stud nuts (7⁄16): 55 lb-ft (oil)
Cam bolt: 45 lb-ft (red thread-locker)
CAMSHAFT:
Type: Mekanic roller-tappet
Grind: Comp Cams special custom
Duration, 0.006 tappet lift: Secret degrees
Duration, 0.050 tappet lift: Secret degrees
Lobe displacement angle: 114 degrees
Installed intake centerline: 114 degrees
Lobe lift: 0.377/0.381
Rocker-arm ratio: 1.60:1
Valve lift at zero lash: 0.603/0.609
Valve lash: 0,20”
Pushrods: 5⁄16 od x
Piston-to-valve clearance: Ample
Camshaft thrust: 0.005-0.015 ( 0.127 – 0,381mm)
FUEL, SPARK AND AIR:
Engine management: Fast XFI
Fuel injectors: 160 lb/hr
Boost controler: AMS 1000
Fuel pressure: 50-psi base, increasing 1 psi per 1 psi of boost
Throttle-body: Wilson 90 mm on a sheet metal 18`intake
Ignition: Crane Hi-6 box and crank trigger combined with orginal Distributor
Spark plugs: NGK 8 , 0.030 gap (0.762mm)
Fuel: E-85 pump gas
Max boost: 30 psi @ 6300 - 7500 rpm
Timing: 50 degrees base; 24 degrees at max boost
Also Using Methanol injection to cool things off a bit.
TURBO:
GT 47 Pro billet 91mm ballbearing
PERFORMANCE:
Max torque @ rpm: 1100 lb-ft @ 6500 estimated! no dyno nrs
Max power @ rpm: 1300 hp @ 7250 estimated! no dyno nrs
Cost (parts and labor): $35,000 x 6.09Skr = 213150:- Aprox
Dollars/hp: $26.92
TRANSMISION
Modifyed by MrSyclone: 4L80e Transmision , with a Rossler transbrake. 27 spline axle.
Almost the same as Rossler can provide U with
TCI controller.
Converter from Precision industries. 10”
Ty transfer case.
AXLES:
Front is still stock with a 3,42:1 gear and a Powertrax´s non slip system.
Rear is a 12 bolt Moser limited slip with 3,42:1 gear
CHASSIE:
Orginal frame car, with JSM front/Al Dustin Coil over system in rear
Rear axle have ladderbars in orginal leaf spring front eye location
And a panhard bar as locator.
Some minor trix and mix to chassie by Robert and Nova to get a lithle anti squat reaction on rearend
( I told U an AWD is a FWD and a RWD combined ;D and here is where the coffedope´d brain did its work)
TIRES:
Front: M/T ET street. 26x10,5x16 these are 3 years old
Rear: M/T ET street. 26x11,5x15 these are 2 years old
AUX:
Still a legal, street driven Syclone with a stereo onboard, no fiberglas or other athemt to lighten up the truck, NO AC, full cage and a fuelcell on rear (safety) SHRA Aproved in Sweden (NHRA in US)
Parashute and with Robert in the race ready truck, wheight is 1680 Kg (3704 lbs)
Enviroment friendly because it runs on E-85 fuel
Best time so far is a 8,855 @ 160Mph
More to come next year, this was the last race for our season.
Season -10 started lithle shaky but now some good 8.8811 runs and 160+ Mph so far
More about chassie question made, to clear out some issues..
What we had in spring rate is of no use for U, because U have to go from U´r truck and its weight, stance, height, tire height, HP lvl, preload on bars and so on.
So U have to do the messuring and math Ur self, plot out the center of gravity (CG) and then find neutral line (100%anti squat) then find Ur Instant center (IC) THEN u can start tweekin the points, weight the car and do the talk and rekomendation from spring manufactors.
Then do the test and competition, closely watching Ur trucks behavior, THEN deside if U have to do changes?, then figure out WHAT to change and WHY..
Recomend U to start on Swedish STRONG coffe the cafein is a rocket to sience clouds
Look at it this way, Doc Hoover, Ed Hess and Robert´s engine is puting out similar Hp The aproach to get these nrs is however a lithle different, despite that they almost goes same ET, and
MAYBE Doc and Ed could compare chassie settings because there trucks behave similar, But Neither of them would benefit from puting on the settings used on Roberts truck because of differents in stans, converter, weight (not only total weight, also invidual corner wt and front/rear is needed) Tq curve, tire dimensions CG, IC etc
I recomend U to buy the book "Door slammers, the chassibook".. by Dave Morgan, and IF he ever does a seminar again, ATTEND ON IT, U learn alot and can make Ur own teekin on Ur car by Urself
Why we did a change in -07 on spring rate and chocks?? because the curent spring rate could´nt withstand the power output so the chocks and springs bent to banana form..
From the first 8 sec run there have been a substancial develop on the truck in engine and some other parts MAINLY change of heads from 23`to 18´heads and a uppgrade in turbo etc BUT the power output aint that big as U think, the engine put down serius power as it was, we think the upgrades got us about 100- 150 Hp, if ever so much?
The tire is not unloading (suspension is doing its work, the tire is loosing grip) because of bad trackprepp only, we even figured out that the tires are to old and lost the ability to hook as whell as expected, and yes the fenomen occurs about 100 feet out when we stepp up on boost on 2 gear, and thats why we think were gona go 8,5, because we havent got it up to full boost yet
Hope U understand WHY I dont give out info about things only aplyably on Roberts truck? It would probably screw up Ur mind and may get U out the wrong way..
For the -09 season we evaluate a WING in the rear, to get some downforce to the rear slicks. AND some new and fresch tires around in all 4 corners.
So far in the -09 season. Sorry U guys the wing STAYS ON it realy works
Most proof on this was the cover on the bed did stay DOWN, so the airstreem is going from the roof down to wing and goes down behind the truck, not creating a sucktion on the bed as before..Truck uis more stable too.. and so far not to much drag losses in speed..
Update on the -10 season, Wing is of when running the hoosier street dot tires.
and some have been bluntly craving the same..
Robert have answered all Questions but one, in different Q´s and different threads .
Now I put toghether all the bits and peaces, and presents for ya all, a wipe out recepie for an 8 sec Sy..
SHORT BLOCK GM Bowtie:
Displacement: ci 288,4
Bore x stroke: 4.030 x 3.75 ( 102.36mm – 95,25mm)
Rod length: 5.700 (144,78mm)
Rod/stroke ratio: 1.52:1
Block deck height: 9.025 (229,235mm)
Piston volume: -35 cc (dish)
Head gasket compressed volume: 8.6 cc
Compression ratio: 8.8:1
Piston-to-wall clearance: 0.0045 cold (0.114mm)
Main-bearing clearance: 0.0022 (0.0559mm)
Rod-bearing clearance: 0.0020 (0.0508mm)
Rod side-clearance: 0.012 (0.305mm)
Crankshaft thrust clearance: 0.005-0.007 (0.127 – 0.178mm)
Piston compression-ring endgap: 0.030/0.030
Piston oil-ring rail endgap: 0.012 minimum (0.308mm)
Floating piston pin-to-rod: 0.0012 (0.0308mm)
Piston-to-head clearance: 0.0565 (1.435mm)
Engine oil: Castrol 10W60 EDGE synthetic, 7 quarts with filter
CYLINDER HEADS 18`GM bowtie:
CNC- ported by Chapman
Valve size: 2.10/1.60
Combustion-chamber volume: 52 cc
Intake/Exhoust flow: 340/260 In/Ex 77%
Valvespring od/id: 1.509/0.697
Valvespring seat pressure: 200 lb @ 1.790
Valvespring open pressure: 500 lb @ 1.181
CRITICAL FASTENERS:
All studs: Bottom hand-tight (dry or light oil) Values are with ARP lube,
ARP main stud nuts (1⁄2): 100 lb-ft
ARP main stud nuts (7⁄16): 60-65 lb-ft
ARP main stud nuts (3⁄8): 45 lb-ft
ARP main cross-bolts (7⁄16): 55-lb-ft nominal
ARP main cross-bolts (3⁄8): 35 lb-ft nominal
ARP head stud nuts (7⁄16): 80 lb-ft
ARP rod bolt (7⁄16): 0.005-0.007 stretch @ minimum of 75 lb-ft
ARP balancer bolt (3⁄4): 200-250 lb-ft (oil)
TA rocker-shaft-stand stud nuts (7⁄16): 55 lb-ft (oil)
Cam bolt: 45 lb-ft (red thread-locker)
CAMSHAFT:
Type: Mekanic roller-tappet
Grind: Comp Cams special custom
Duration, 0.006 tappet lift: Secret degrees
Duration, 0.050 tappet lift: Secret degrees
Lobe displacement angle: 114 degrees
Installed intake centerline: 114 degrees
Lobe lift: 0.377/0.381
Rocker-arm ratio: 1.60:1
Valve lift at zero lash: 0.603/0.609
Valve lash: 0,20”
Pushrods: 5⁄16 od x
Piston-to-valve clearance: Ample
Camshaft thrust: 0.005-0.015 ( 0.127 – 0,381mm)
FUEL, SPARK AND AIR:
Engine management: Fast XFI
Fuel injectors: 160 lb/hr
Boost controler: AMS 1000
Fuel pressure: 50-psi base, increasing 1 psi per 1 psi of boost
Throttle-body: Wilson 90 mm on a sheet metal 18`intake
Ignition: Crane Hi-6 box and crank trigger combined with orginal Distributor
Spark plugs: NGK 8 , 0.030 gap (0.762mm)
Fuel: E-85 pump gas
Max boost: 30 psi @ 6300 - 7500 rpm
Timing: 50 degrees base; 24 degrees at max boost
Also Using Methanol injection to cool things off a bit.
TURBO:
GT 47 Pro billet 91mm ballbearing
PERFORMANCE:
Max torque @ rpm: 1100 lb-ft @ 6500 estimated! no dyno nrs
Max power @ rpm: 1300 hp @ 7250 estimated! no dyno nrs
Cost (parts and labor): $35,000 x 6.09Skr = 213150:- Aprox
Dollars/hp: $26.92
TRANSMISION
Modifyed by MrSyclone: 4L80e Transmision , with a Rossler transbrake. 27 spline axle.
Almost the same as Rossler can provide U with
TCI controller.
Converter from Precision industries. 10”
Ty transfer case.
AXLES:
Front is still stock with a 3,42:1 gear and a Powertrax´s non slip system.
Rear is a 12 bolt Moser limited slip with 3,42:1 gear
CHASSIE:
Orginal frame car, with JSM front/Al Dustin Coil over system in rear
Rear axle have ladderbars in orginal leaf spring front eye location
And a panhard bar as locator.
Some minor trix and mix to chassie by Robert and Nova to get a lithle anti squat reaction on rearend
( I told U an AWD is a FWD and a RWD combined ;D and here is where the coffedope´d brain did its work)
TIRES:
Front: M/T ET street. 26x10,5x16 these are 3 years old
Rear: M/T ET street. 26x11,5x15 these are 2 years old
AUX:
Still a legal, street driven Syclone with a stereo onboard, no fiberglas or other athemt to lighten up the truck, NO AC, full cage and a fuelcell on rear (safety) SHRA Aproved in Sweden (NHRA in US)
Parashute and with Robert in the race ready truck, wheight is 1680 Kg (3704 lbs)
Enviroment friendly because it runs on E-85 fuel
Best time so far is a 8,855 @ 160Mph
More to come next year, this was the last race for our season.
Season -10 started lithle shaky but now some good 8.8811 runs and 160+ Mph so far
More about chassie question made, to clear out some issues..
What we had in spring rate is of no use for U, because U have to go from U´r truck and its weight, stance, height, tire height, HP lvl, preload on bars and so on.
So U have to do the messuring and math Ur self, plot out the center of gravity (CG) and then find neutral line (100%anti squat) then find Ur Instant center (IC) THEN u can start tweekin the points, weight the car and do the talk and rekomendation from spring manufactors.
Then do the test and competition, closely watching Ur trucks behavior, THEN deside if U have to do changes?, then figure out WHAT to change and WHY..
Recomend U to start on Swedish STRONG coffe the cafein is a rocket to sience clouds
Look at it this way, Doc Hoover, Ed Hess and Robert´s engine is puting out similar Hp The aproach to get these nrs is however a lithle different, despite that they almost goes same ET, and
MAYBE Doc and Ed could compare chassie settings because there trucks behave similar, But Neither of them would benefit from puting on the settings used on Roberts truck because of differents in stans, converter, weight (not only total weight, also invidual corner wt and front/rear is needed) Tq curve, tire dimensions CG, IC etc
I recomend U to buy the book "Door slammers, the chassibook".. by Dave Morgan, and IF he ever does a seminar again, ATTEND ON IT, U learn alot and can make Ur own teekin on Ur car by Urself
Why we did a change in -07 on spring rate and chocks?? because the curent spring rate could´nt withstand the power output so the chocks and springs bent to banana form..
From the first 8 sec run there have been a substancial develop on the truck in engine and some other parts MAINLY change of heads from 23`to 18´heads and a uppgrade in turbo etc BUT the power output aint that big as U think, the engine put down serius power as it was, we think the upgrades got us about 100- 150 Hp, if ever so much?
The tire is not unloading (suspension is doing its work, the tire is loosing grip) because of bad trackprepp only, we even figured out that the tires are to old and lost the ability to hook as whell as expected, and yes the fenomen occurs about 100 feet out when we stepp up on boost on 2 gear, and thats why we think were gona go 8,5, because we havent got it up to full boost yet
Hope U understand WHY I dont give out info about things only aplyably on Roberts truck? It would probably screw up Ur mind and may get U out the wrong way..
For the -09 season we evaluate a WING in the rear, to get some downforce to the rear slicks. AND some new and fresch tires around in all 4 corners.
So far in the -09 season. Sorry U guys the wing STAYS ON it realy works
Most proof on this was the cover on the bed did stay DOWN, so the airstreem is going from the roof down to wing and goes down behind the truck, not creating a sucktion on the bed as before..Truck uis more stable too.. and so far not to much drag losses in speed..
Update on the -10 season, Wing is of when running the hoosier street dot tires.
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