anyone race their mini's?

i saw a post here awhile ago, about drifters or something, im more interested in road race. just gettin syked for another build. not a dragger, bagger, or scrapper. just wondering if anyones seen anypics or anything

i want to build a pre-2000 road racer, either a 302 for easier fit, but i'd rather have a 350 to go along with the name(350B)

still figuring the specs, for the front and rear susp. i want it low but not layin and tuckin 17"-18" with low pros and still be able to turn lock to lock

i want to try and set up a totally custom front frame to optimize the geometry, with coilovers and adj. control arms.

this truck could hawl balls, so small and light

heres my close sketch, cowl'd, and exhaust pours out the bed

you'd need to raise your fender openings to get any sort of low like i'm imagining your talking about. and remember just cuz it's light with a big motor doesn't mean it'll be fast. its going to be a burn out machine, and likely oversteer because of the added weight up front. you could move the firewall back and set the motor way back to help balance out the chassis. adjustable coils are a good idea on all 4 corners, with an adjustable 4link in the rear. could be a cool project tho.

totally, if i got that into it i'd definitly balance the weight. put as much as i could into the bed(battery, fuel cell, and yadda yadda yadda) i just need to find a pre!
t-5 trannies are hydralic yeah?
has any you added a new crossmember or say a k-member up front to change the uca locations?

looks like theres planny room to move a motor back with a shelf like this...


we'll see, just somethin im lookin into.

thought u wanted a chev engine?? heres some info about a t5. its a manual so no i dont think it'd be considered hydr

i'll probably end up with a chevy, carb'd 350 might be the least expensive.

are LT1's just f.i.'d 350's?

i'm gonna look for a parts car either a mustang(5.0L-T5) or camaro(LT1-T56)
then i could use the rear end from either, and other odds an ends...

Whoooooooooooeeeeeeeeeeeeeeee im amp'd for this

found the pics of the drifter

Yes burnout machine, oversteer, not so much. It was actually so much of a burnout machine, you just get used of it and adjust your driving to compensate for it. Defiantly a 4 link to get the power to the ground and some coilovers.

BIG brakes up front are a must also with all the new weight. If you want to warp the rotors quick just add a 5.0 or 5.7 up front.

thats definitely not a mazda truck... im guessing nissan with either a rb25 or rb26 in it... very clean. i know that thing is fast...would just hook up like crazy if it was AWD too...

i auto crossed mine once. really enjoyed it. if i had the chance to build one just for that i would. only mods to my truck at the time were static drop, loosened torsions and 5" blocks in rear. i had 15x8 rims so they stuck out but had awesome grip. engine only had header with everything else being stock. not to brag but my times were equal to and better than some of the guys there that were running their porsches

From wikipedia:
In 1992, GM created a new-generation small-block engine called the LT1, harking to the high-output Generation I LT-1 of the 1970s. It displaced 5.7 L (350 cu in) and was a 2-valve pushrod design. The LT1 used a reverse-flow cooling system which cooled the cylinder heads first, maintaining lower cylinder temperatures and allowing the engine to run at a higher compression than its immediate predecessors.

This engine was used in:

Y-body:
1992-1996 Chevrolet Corvette C4
F-body:
1993-1997 Chevrolet Camaro Z28 and SS
1993-1997 Pontiac Firebird Formula and Trans Am
B-body:
1994-1996 Buick Roadmaster
1994-1996 Chevrolet Caprice
1994-1996 Chevrolet Caprice Police Package
1994-1996 Chevrolet Impala SS
1994-1996 Chevrolet Caprice Wagon
1994-1996 Buick Roadmaster Wagon
D-body:
1994-1996 Cadillac Fleetwood
There were a few different versions of the LT1. All feature a cast iron block, with aluminum heads in the Y and F bodies, and cast iron heads in the B and D bodies. Corvette blocks had four-bolt main caps, while most other blocks were two-bolt main caps.
The 92-93 LT1s used speed density fuel management, batch-fire fuel injection and a dedicated engine control module (ECM). In 94 the LT1 switched to a mass airflow sensor and sequential port injection. A new, more capable computer controlled the transmission as well as the engine and got a new name: powertrain control module (PCM). Where the ECM held its calibration information in a replaceable chip, the PCM was reprogrammable through the diagnostic port.

The early Opti-spark distributor had durability problems and a revised version was introduced on the 1994 B-Bodies and in 1995 on the Y and F-Bodies. 1996 saw major revisions for OBD-II - a second catalytic converter on the F-body cars and rear oxygen sensors to monitor catalyst efficiency. Some OBD-II features had been added to the Corvette starting in 1994 for testing purposes.[citation needed] The 1997 model year Camaro and Firebird were the last year for this engine in a GM production car.

The 1992 LT1 in the Y-body was factory rated at 300 hp (220 kW) and 330 lb