Competition My Racer is ALMOST Out of The Chassis Shop....... finally

[RacinDuallie]

I hate sandbaggers... .....

something ya have to deal with when your racing on dial in, but you could be baggin too. It comes down to who's a better bagger:-laf

 

[crawler]

something ya have to deal with when your racing on dial in, but you could be baggin too. It comes down to who's a better bagger:-laf

We're not talking about teabaggin here. :-laf



But, baggin is part of dial in racing, just as you said. Heads up is just that, but dial in requires that you have more than your time actually reflects. Otherwise you can't make up for little inconsistencies in traction and the such. Nor would the classes be very competitive.



Look at DHRA Pro-Street this year.

10. 50 Index followed by a fast four competition.



So here are four guys that potentially run 9. XX but they will sandbag down to 10. 50 and be tough as hell to get past.



I'm not complaining, just pointing it out to the average guy.



10. 50 Index works for me. It allows me to run my street legal truck and be competitive.



~Wes~

 

[DavidTD]

We're not talking about teabaggin here. :-laf



But, baggin is part of dial in racing, just as you said. Heads up is just that, but dial in requires that you have more than your time actually reflects. Otherwise you can't make up for little inconsistencies in traction and the such. Nor would the classes be very competitive.



Look at DHRA Pro-Street this year.

10. 50 Index followed by a fast four competition.



So here are four guys that potentially run 9. XX but they will sandbag down to 10. 50 and be tough as hell to get past.



I'm not complaining, just pointing it out to the average guy.



10. 50 Index works for me. It allows me to run my street legal truck and be competitive.



~Wes~

Wes I think what is funny is that so far only one truck I am aware of this year has posted a 10. 50 or quicker pass. Based on the two outlaw races so far this season, both of which have been 1/8th mile, from what I was told or seen only two trucks have demonstrated a time quick enough to make a 10. 50 or quicker pass.



Like you said, to be able to run the index in a mix of conditions, you will need to be able to lay down sub 10. 50 in ideal conditions and if the trucks come out that claim to be, you will have to go rounds doing it. I am excited about Pro Street this year. The stratagies for these teams will change and there will be more than one or two trucks with a chance to take home the big prize.

 

[RacinDuallie]

Looks like this thread has been hijacked..... :-laf :-laf :-laf

 

[DavidTD]

Looks like this thread has been hijacked..... :-laf :-laf :-laf

Sorry Jeff, forgive the intrusion.

 

[RacinDuallie]

LOL tis ok David... ... .



#ad

 

[RacinDuallie]

 

[RacinDuallie]

Another day, alittle further along..... ARP trunion pedastal studs... . I believe JetPilot can get you these little beauties... . a few more days and I'll be drilling and tappin holes for the new intake ..... ... ...

I heard Brady and Shane @ Industrial Injection were getting the hairdriers and squirt gun and 6 squiters ready to send..... :-laf I'm waiting for my work load to increase fellas. Oo.

 

[Highfinance97]

What kind of "squirtgun" are you going to run jeff???





Michael

 

[Jim Fulmer]

Do you guys feel like it is nesessary to do that much work on a 24V head? I talked to Randy my Cyl Head guy about doing this to my 12V and he said I wouldn't gain that much over what he as done.



Jim

 

[COMP461]

The flow bench number on the 24 valve heads I’ve seen makes them miles ahead of anything that could be done with a 12 valve. But to answer you question Jim, the 12 valve head is more open in the port entrants, and the gains are minimal in enlarging it in this manor. The 24 valve head is really large enough until you get to the first divider.

The extent of material removed where you can see it on a 24 valve head is not the issue, just make you feel better, but its the material that is deep in the port, and the shaping of the air flow in such a restrictive area that makes the head work. The 24 valve head also offers a better injector placement and the opportunity to promoter more efficient air exchange, by purging the chamber with a more defined swirl. The heads that Rays air flow technicians have been developing lately have a lot of material remover, but you can’t really see it unless you get out a set of inside calipers.



these are heads that Greg young at ZZ fab is doing for a vendor

 

[RacinDuallie]

Without turning this thread into a sales pitch in the usual manner that happens when someone gets on and posts

There is no Ray and no Greg in my shop, this is all being done in house in my own shop, by myself.....



Opening up the port mouth helps pack in extra air into the port-in an easier, less restrictive process, then once past the port mouth the air speeds up in a finely tuned port- that also see's many hours of attention-where it packs into the bowl area, which has also many finely tuned hours, and way less restrictive over the stock bowl- and with some special air flow improving radius cuts on the valves and valveseats -the air gets introduced into the cylinder in a much less restrictive manner. Same goes for the exhaust in opposite direction of flow. Once the exhaust valve starts to lift off the seat the spent gasses expell from the cylinder qwicker and easier, in a less restictive manner...

You will be able to run bigger chargers that will have less restriction- (i. e. boost numbers) That will pack the air into the cylinders and also exit the spent exhaust in a much easier- less restrictive process. This will allow one to run much larger turbos and much larger lift off the valveseat, all this extra- less restrictive airflow helps on an all out drag motor where one is only going 1320 feet, and cramming insane amounts of fuel to mix in the cylinder- with all that air- making max power easier and qwicker. Camshaft development helps here also...

And going this route on my cylinder head will allow me to place nitrous in the appropriate positions to help cool the charge even further- in a more direct manner with smaller amounts being introduced.

I will be using thermal coatings exclusively on my system throughout- these special coatings help keep the heat in the system where its needed, and not heatsoak as much into the parts. This also helps in a system designed like this... .

There will be a special water circulation system invoved as well, to help combat that area and keep the hard parts crackfree. You are removing alot of meat with a system like this -whereas with a streeter you would want this extra meat for durability, and longetivity that these Cummins engines are known for.

As far as going this route in a street squirrel- I can't say that I would recommend this extreme of a task. Longetivity (durability) becomes an issue... ... All I need to worry about is going from point A to point B, one quarter mile at a time, with my engine in its max power range. . . Oo.

 

[NDietel]

What kind of transmission are you going to run that will handle all that power?

 

[RacinDuallie]

I will be running a Bruno/Lenco... ...

 

[NDietel]

i think thats a good choice!

 

[sbentz]

I will be running a Bruno/Lenco... ...

Need a CS-2 Lenco? I have a 3 speed fine spline, fresh from Doug Foley's alcohol dragster a couple years ago...

 

[RacinDuallie]

LOL I'll give ya a shout later... ...

 

[RacinDuallie]

LOL Thanks Scott! I'll give Tony a shout also.....

 

[Highfinance97]

Updates ????







Michael

 

[RacinDuallie]

Updates ????



Michael

Been working on one of the engines for the program -getting it ready. . . . . . .

Also been calling a few potential co sponsors- things are looking good.