Well, the Cummin's really isn't too good of a choice for a fast and light vehicle... When it comes to dollar-per-second or power-per-pound, gassers are still pretty far ahead in the world of drag racing.

It isn't that Diesel technology isn't ready to compete, it's just that the Cummin's 6-cylinder that we have makes too much torque too far down! Best engine ever made to pull the sled, but by the time you paid the money to get a suspension and driveline that can convert 3,000 foot pounds into the horsepower required to get down the track, the guy the next lane over is running a Top Alcohol car that's two seconds faster...

The fact that the Cummins I-6 is as good as it is at drag racing speaks volumes about how great the engine's design is. It is perfectly capable of dominating the V-8 Diesels at doing things the V-8 Diesel's should be more inclined to do. But that is largely because the current V-8 Diesel's are designed to do things that the I-6's should be doing; I said it once and I'll say it again, the Diesel performance community will not be competitive until we get an engine designed for Diesel performance. Then, we'll be able to trounce the Detroit V-8's dollar-per-dollar. And that's when the sparkplugs death-knell will really be sounded.

Of course, a lot of the charm about racing the Diesel will be lost when it's easier to do than racing the V-8. Heck, then in order to be different I'd have to get that AMC 390 that I've always wanted...

 

Think about the V-10 twin turbo diesel out of a VW Tourareg - 310/553 out of the box.....

Rusty

 

But for the price I can also get a 500 horsepower 440 that will school it in a drag race.
Or even a 10,000 RPM rice rocket, at that rate.

 

Sure - you could get a crate 572 for less money and it would be much simpler. My point was that, ignoring price, the VW V-10 (first cousin to the R10 Audi racing diesel) would be a better fit for a Camaro from the packaging and weight standpoint and is pretty healthy out of the crate.

Rusty

 

I agree completely.

EDIT: I just noticed that you sit in front of the engine, not behind it.

 

I wouldn't think that he would have to put the turbocharger right there in the Camaro. (What year Camaro is this, anyways? The newer ones have a lot smaller engine compartment, I think...)

Another deal is that, with the rail, the driver's butt is almost level with the top of the tranny. On a Camaro, the driver's butt would be about 6 inches above it. That isn't a dry sump either... Don't know if anybody ever has dry-sumped a Cummins, though.

I like the headers. Never noticed anything like that before...

 

im going to have to say its a bad idea for to many reasons to list but if its something you really want to do then you need to do it. I wanted something diffrent for my motor in my chevy II so even though its expensive, ill never have traction and theres a good chance ill twist the car in half and break the windows. I did it anyway. its diffrent

 

It is a 1993 Z28. It has a small engine bay, but I won't be putting most the stuff back in like the airconditioner.

 

I don't really speak Camaro, so do you have any pictures? I was thinking 70's Camaro; don't the newer ones have engine compartments all rounded and bulbous like a Taurus or Cavalier, didn't they? Does it even have a frame?

Width isn't that big of an issue, it's the length and height especially that could shoot you down real fast...

 

The ultimate Slant 6!!

 

Of course I've never seen a Cummins in a F-body, however I know that the factory V8 sits way back and partially below the windsheild, with a lot of room in front of it. I think the Cummins might just fit lengthwise if it's not too tall to fit underneath the windshield in the rear of the engine compartment.

 

Look I'm not saying it can't be done, and if you are bored and have lots of dough go for it. What I'm saying is the weight distribution will be crazy. You can get springs to handle the weight. Tires will not likely need to be load range E, just the motor won't weigh more than tires off of say, an SUV, can handle. It is for sure not going to corner, weight transfer will be tricky if not impossible for drag racing, but it would sure make one heck of a drifting car! Also, IIRC 93 was the first year of the LT1 style cars. Those have subframes and will at very least need some subframe connectors to handle the massive torque. Hopefully it isn't T-topped.

 

Oh yeah, it will be fun trying to stuff a 4" or 5" exhaust under that thing.

 

I've seen quite a few F-bodys with 4 inch exhaust, so that wouldn't be a problem.

A this point I'm thing a Cummins in this car is out of the question. A VW might very well fit the bill though.