Re: IML: Tune Up Edelbrock v. AFB

[dardal@xxxxxxxxxxxxxxx]

Quoting Christopher Hoffman <imperial67@xxxxxxxxxxxxx>:

> Was 143 a typo? I doubt a '68 Imperial would do 143 mph without some major
> modification 
> imagine the engine could not overcome the aerodynamic drag of the body, and

You probably need to replace the cam to the one closer to the HP 440 version,
and dual exhaust.  Then, these speeds are certainly within the power potential
of the 440.  Again, the chrysler 440 was capable of propelling a C-body polara
at 147 mph (a bit lighter than the Imp, but weight is a small factor at top
speed, and the bias-ply tires of the day probably got more rolling resistance
than a radial imp, in spite of the imps weight).  All these C-bodies had about
the same aerodynamics (CD probably about 0.45, and frontal area of about 2.3
m^2). 

A stock 67 Imp with its single exhaust and restrictive 906 heads was tested at
125 (see a road test in the site).  An ex owner of a 67 coupe (now owned by
Mike P.) had said that a cop friend of his had clocked his stock 68 LeBaron
with his radar gun at 135 (I am wondering if he gave himself a ticket).

> (and a fair portion of insanity on the part of all aboard). I

That's all relative ! :)

> that would be a good thing since the rear-axle lift at that speed would
> probably cause uncontrollable fishtailing or at least dangerous instability.

Not really.  There is plenty of weight back there to keep the car safe down to
the ground.  The squarish body actually is fairly good keeping the lift
coefficients down, and the large weight keeps the car very contollable at super
high speeds, even with gusty cross winds.  A slightly tail up attitude can
reduce both drag and lift (my sedan needs its back end lifted some).  The long
wheel base also helps high speed stability (that's why the cops all used the
124" wheel base C-bodies for high speed police work).

> 
> I know D^2 likes to drive fast, but not even he'd go that fast in a 40yo
> Imperial (I hope)! 

I think this has been answered.

> I've spent some time on Germany's Autobahns, so I know
> what 143 (or 155) feels like. I've even done 145 in a diesel-powered sedan.
> But each time I was in a modern German car (and a couple of MB prototypes)
> with excellent aerodynamics and modern chassis designs.

The good thing with German roads is they are designed for these speeds, and the
fellow drivers have the discipline to not cut you off.  In the US, this type of
speed can be maintained only briefly.  The roads are not designed for it, and
most important, 90% of the drivers do completely unpredicted moves.

D^2



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