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right injectors and a larger turbo with a std 425hp program will put 700-800hp on the ground with a pre acert c15.
banging codes in will work but will effect cooling much more then building for it.
would of been interesting to see what larry could of done with simerler funding to hrt
Agreed, building for the HP is far better but much more to me consuming, so I think that's why codes make such good money. They also fudge the road speed so another bonus for the operator that doesn't care much for the law - not condoning that, but it happens way too much.Quote:
Originally Posted by lyonsy
Absolutely! I remember as a young flaggy watching him freakin detonate at Amaroo when the pit lane shut on him. He's been my favourite driver ever since (seriously)! :lol2:Quote:
Originally Posted by scarry
Aaahhh, Amaroo (and Oran Park). Those were the days. [smilebigeye]Quote:
Originally Posted by Slunnie
Don't forget Surfers and Lakeside.Quote:
Originally Posted by pop058
Not only an experienced driver,raced overseas,etc,but had great engineering talents.
His team was the first to run Bathurst on one set of brake pads.
Then they changed the rules.
They also ran the Holden v8,and won against the others with the newer Chevs.
Straight shooter,didn't hold back,which was great.
What i find interesting is the sons of those great racers of that era,didn't do anywhere near as well as their fathers.
Think Richards,Johnson,Perkins,Brock(stepson),and others.
Was involved with the HQs and Prody Cars and only got to Lakeside a couples of times and never to Surfers. We were based in western Sydney ATT so Oran Park (and then Eastern Creek) was the home track. I worked at Quakers Hill and Amaroo was nice and close. We were at the final meet at Amaroo, strangly very emotional.Quote:
Originally Posted by V8Ian
Dug out some nostalgia. My old XE dragging the 626 back from (IIRC) the trip to Lakeside.
Attachment 130150
The things I love about him. Being the engineer, he was also one of the last to move to centre lock nuts.Quote:
Originally Posted by scarry
That last series Holden V8 was an interesting one. He worked the rules over really well, no doubt a ruthless trait learnt in F1. Not allowed to fill the ports in the heads, but you could remove material. I assume this was to allow porting but not reshaping. Those last V8s had caps bolted (iirc) inside the inlet ports to smooth out the flow... and win Bathurst.
Really good point about the sons of the greats. Steven Richards has been the only one who has been able to hold his own career as a noted driver.
I only was a spectator at SP, but used to flag at Lakeside (when it was in the scrub).Quote:
Originally Posted by pop058
To increase torque he raised the floor of the inlet ports (reduces cross sectional area, increases gas velocity) with bolt in pieces as material wasn't allowed to be added, e.g. Epoxy or welding.Quote:
Originally Posted by Slunnie
Creative thinking at its best to circumvent a rule.
An old friend of mine who helped me a lot knew him well as he ran Brian Callaghan and Barry Graham's cars and bought bits plus engines from him.
Many, many stories there.
That Holden that he qualified on pole at Sandown was a hand grenade built just to do that.
Paul asked how many revs he was pulling (the Holden wasn't rev limited like the new Chev and Ford) and Larry wouldn't say exactly, but it was upwards of 9000 and scrap afterwards.
