Raced a 6.1 hemi chrysler 300
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Some guy smoking around got in pole position with me in a srt chrysler 6.1 ltr hemi and launched off the light, I learning the tire smoking capability of my turbo Z and took it easy until I was at a rolling start...then Gunned the mo-fer and smokined his family car's @ss! I mean by a dozen car lenghts!
FI ROCKS!!!
J-man
P.S. I need better brakes now!
FI ROCKS!!!
J-man
P.S. I need better brakes now!
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Originally Posted by QuadCam
a dozen cars???? that doesn't sound right at all.
LOL!!!...definitely a regular 300C
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Did the Chysler have 300C HEMI badges or SRT8 badges?
I own a 10/2006 300C Hemi and it has a 5.7L 340HP engine.
The 300C SRT8 comes with a 6.1L 425HP engine. It is no pig!
I would say that my non-turbo Z would only be slightly quicker than my 5.7L 300C. My son and I are going to race them this weekend.
I own a 10/2006 300C Hemi and it has a 5.7L 340HP engine.
The 300C SRT8 comes with a 6.1L 425HP engine. It is no pig!
I would say that my non-turbo Z would only be slightly quicker than my 5.7L 300C. My son and I are going to race them this weekend.
![](http://jcn30127.home.comcast.net/300C.bmp)
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All I have to say about hemi's:
... yea yea the normal ones arnt that bad... but still... I hope the new hemi's arnt made like the old ones...
One of the characteristic chambers that people are familiar with is the Chrysler Hemi. The engine had a chamber that was like a half of a baseball. Hemispherical in nature and in nomenclature, too. The two valves were on either side of the chamber with the spark plug at the very top. The charge burned downward across the chamber. That approach worked fairly well in passenger car engines but racing versions of the Hemi had problems. Because the chamber was so big and the bores were so large, the chamber volume also was large; it was difficult to get the compression ratio high. Racers put a dome on the piston to increase the compression ratio. If you were to take that solution to the extreme and had a 13:1 or 14:1 compression ratio in the engine pistons had a very tall dome. The piston dome almost mimicked the shape of the head's combustion chamber with the piston at top dead center. One could call the remaining volume "the skin of the orange." When ignited the charge burned very slowly, like the ripples in a pond, covering the distance to the block cylinder wall. Thus, those engines, as a result of the chamber design, required a tremendous amount of spark advance, about 40-45 degrees. With that much spark advance detonation was a serious possibility if not fed high octane fuel. Hemis tended to be very sensitive to tuning. As often happened, one would keep advancing the spark, get more power and all of a sudden the engine would detonate, Because they were high output engines, turning at high RPM, things would happen suddenly.
Hemi racing engines would typically knock the ring land off, get blow by, torch the piston and fall apart. No one then understood why. We now know that the Hemi design is at the worst end of the spectrum for a combustion chamber. A nice compact chamber is best; that's why the four valve pent roof style chambers are so popular. The flatter the chamber, the smaller the closed volume of the chamber, the less dome you need in the piston. We can get inherently high compression ratios with a flat top piston with a very nice bum pattern right in the combustion chamber, with very short distances, with very good mixture motion - a very efficient chamber.
Hemi racing engines would typically knock the ring land off, get blow by, torch the piston and fall apart. No one then understood why. We now know that the Hemi design is at the worst end of the spectrum for a combustion chamber. A nice compact chamber is best; that's why the four valve pent roof style chambers are so popular. The flatter the chamber, the smaller the closed volume of the chamber, the less dome you need in the piston. We can get inherently high compression ratios with a flat top piston with a very nice bum pattern right in the combustion chamber, with very short distances, with very good mixture motion - a very efficient chamber.
... yea yea the normal ones arnt that bad... but still... I hope the new hemi's arnt made like the old ones...
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Well he was driving like he had the baddest car in the world, I had to give it a go. I pulled away smoothly from him and within a block or 2 I was doing 80 and he gave up. A kills a kill : )
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Originally Posted by Juztin
some people seem to forget heavy a$$ car + n/a + Denver altitutde = owned by TN 350z!
I believe you killed an SRT8 J-Man, great kill!
I believe you killed an SRT8 J-Man, great kill!
i believe so too
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I know hes having fun. But I really wanted to see how a TT 350Z holds up against a tuned SRT8.
When I was in CA I even offer free steak dinner for any Z that can beat "the" 300C.
When I was in CA I even offer free steak dinner for any Z that can beat "the" 300C.
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Originally Posted by hr2burn
Looks like if we could get Kevin to go race "the" 300 with the "ApexJet", he would be having a nice steak dinner! OH SNAP!
![Stick Out Tongue](https://my350z.com/forum/images/smilies/tongue.gif)
"The" 300 SRT8 was tunned by John Hennessy and several other shops. During its last outings at Laguna Seca, it ate up Ferarris and the likes. "The" 300 looks competely stock inside and out.
Either way, it would be fun for all. Hopefully I can convience him to bring it out here one day for a visit and then I'll buy you dinner.
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but you also got to take into account context. Taking into account context, a N/A 300C in CO is in no where near comparison to a 300C @ sea level.
IMO a well built Z/G will give equal competition to a well built 300C they both have their advantages and disadvantages.
IMO a well built Z/G will give equal competition to a well built 300C they both have their advantages and disadvantages.