Mostly Stock

Drag Racer - - Contents -

WHEN PEO­PLE TALK ABOUT STOCK AND SU­PER STOCK RAC­ING FROM A GEN­ER­A­TION AGO, THE CHEVRO­LET CAMARO AND HOL­LEY ARE TWO ICONIC BRAND NAMES FROM THAT TIME THAT ARE STILL REL­E­VANT TO­DAY. Early and late Ca­maros are a com­mon sight at the strip, while Hol­ley is thought of as the dom­i­nant name in car­bu­ra­tion. Both have car­ried their brands for­ward as we look at clos­ing out the sec­ond decade of the mil­len­nium.

Take, for in­stance, Chevro­let’s COPO Camaro. The auto maker in­sti­tuted an in­ter­nal or­der­ing process used by deal­ers to get per­for­mance cars that couldn’t or­di­nar­ily be found else­where.

At the 2011 SEMA Show, Chevro­let in­tro­duced the COPO Camaro legacy to a new gen­er­a­tion with the first pur­pose-built fac­tory drag Camaro. Built specif­i­cally for NHRA Stock and Su­per Stock classes, just 69 cars have been built yearly since in­tro­duced to com­mem­o­rate the orig­i­nal 1969 ZL-1

COPO Camaro. Re­cently, a re­ported

5,500 prospec­tive buy­ers lined up to get a chance at one of the 69 cars pro­duced. It’s es­ti­mated that half ever see the track.

The 2017 Ga­tor­na­tion­als saw Hol­ley open a new chap­ter in the COPO Camaro’s legacy with the de­but of di­rect in­jec­tion. Al­though this form of fuel de­liv­ery has been fairly stan­dard in re­cent OHC four-valve pro­duc­tion ve­hi­cles, it had never been seen in a com­pe­ti­tion drag ve­hi­cle un­til then. This tech­nol­ogy al­lowed higher com­pres­sion ra­tios, and thus, more power with a less­ened chance of det­o­na­tion. These ben­e­fits would be ap­peal­ing for any drag racer, but in the past, this hard­ware just didn’t ex­ist. Hol­ley’s co-devel­op­ment work on the COPO Camaro led to the cre­ation of the first parts and pieces needed to make that be­come a re­al­ity.

Former NMCA/NMRA racer Robin Lawrence made the show there with an

FS/C 2017 COPO owned by Darin Poole-Adams. Pow­ered by an LS-7-based 427 with an iron LSX block, forged ro­tat­ing assem­bly, CNC-ported heads and a Hol­ley Hi-Ram in­take, the com­bi­na­tion is po­tent in its own right, but new hard­ware was needed to go the di­rect-in­jected route to get the nec­es­sary 3,000 psi of fuel pres­sure. Ap­pli­ca­tion­spe­cific high-pres­sure fuel pumps and in­jec­tors are con­trolled by a Hol­ley Di­rect In­jec­tion con­troller, while spe­cial­ized one-use lines, fit­tings and rails all fit into the equa­tion as well.

At the Ga­tors, Lawrence qual­i­fied 10th out of 76 en­tries in FS/C with the com­bi­na­tion, run­ning a 9.087 on a 10.30 in­dex, and later, 12th out of 66 en­tries at Chicago in FS/D. At this writ­ing, sev­eral more en­tries have made the switch, while oth­ers are look­ing se­ri­ously at in­cor­po­rat­ing these mod­i­fi­ca­tions into their rac­ing pro­gram.

Other af­ter­mar­ket com­pa­nies have taken Hol­ley’s lead in de­vel­op­ing di­rect-in­jec­tion hard­ware and soft­ware of their own, which should de­but at SEMA and PRI.

In the mean­time, the drag rac­ing gods should be smil­ing as once again Stock/ Su­per Stock has proven to be the best play­ground for adapt­ing OE tech­nol­ogy to drag rac­ing.

Some of the hard­ware needed to run di­rect in­jec­tion in­cluded the in-tank lift pump (left), which runs at 110-psi, as well as the ECU, which reg­u­lates the pump and in­jec­tors.

Newspapers in English

Newspapers from USA

© PressReader. All rights reserved.