FE Power Forums
FE Power Forums => Non-FE Discussion Forum => Topic started by: cammerfe on April 11, 2020, 04:22:38 PM
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I have the sort of inquiring mind that seeks all sorts of arcane data. I read recently that there is a CNC-ported version of the 460A 385 head that flows 560 CFM+ at 28 inches.
Previous explorations had me thinking that the 'Fuel' hemi head used in Top Fuel racing would flow about 500 CFM at 28 inches in NA form..
Is the 560 CFM conceivably accurate? And if it's true, have you any idea as to the potential flow of a Kaase 'B9' head when fully developed? The projected use of the B9 would be in a turbo'd fuel application. But just how good IS the B9?
Any input would be VERY much appreciated.
KS
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Not Joe, but I don't believe the Kaase Boss 9 will approach that, even worked hard. I think they will top out at about 430-440 cfm.
If you are looking for something that will approach that, I've used some Profiler canted valve BBF heads (part number 221) that will flow over 550 when tweaked at 1" lift. Those heads support 2.2 hp/ci on a pulling engine that I did. They are similar to C460 heads.
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I believe that NHRA outlawed the 385 series for Fuel catagories a few years back. They didn't like the bore spacing in particular. There was a revolution in its infancy beginning "and" John Force was then sponsored by Ford; imagine where that could lead. One of Force's crew chiefs had already begun assembling pieces to make a run at the Gen2 Hemis.
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The A-460 heads can be ported to flow those numbers, and have been for many years. They will have a 2.400-2.450" intake valve to get there. As for the Kaase Boss heads, I have not personally flowed them, but have ported regular Boss 429 heads and intakes. Just did a Boss 429 intake last year for a Kaase stroker with Kaase heads. Jon says quite openly that his heads as cast are around 410 cfm, which means a CNC'd port would increase the flow probably 15-20% over stock. The new SR-71 Kaase heads will support 1100+ hp as cast on a 598 Cubic inch BBF using the TFS intake. https://youtu.be/dIrvPfrnXjM
Joe-JDC
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I believe that NHRA outlawed the 385 series for Fuel catagories a few years back. They didn't like the bore spacing in particular. There was a revolution in its infancy beginning "and" John Force was then sponsored by Ford; imagine where that could lead. One of Force's crew chiefs had already begun assembling pieces to make a run at the Gen2 Hemis.
Yes, but NHRA many years ago, 16 years to be exact, now outlawed ONLY the Ford engines (bore spacing was the bullshit claim ) after Hemi teams bitched that the engine would quickly obsolete the less capable Hemi bore spacing and cylinder head design. All the makers of aftermarket Hemi stuff were up in arms as literally everything from the blower on down would be sidelined as teams would need to but all different Ford sized stuff (heads, intakes, rockers, cranks, blocks, etc.). And yes Force's team and the Austins did do up one engine apiece (don't think they ever ran in competition) but NHRA's fast move killed its introduction. Btw, no other engine type or series had ever then or even now been outlawed thanks to those silly bastards! https://www.fordforums.com/threads/typical-nhra-bans-ford-boss-429-engine.72097/
Sadly, this was just like all the other boneheaded NHRA moves that have proven to kill the sport. The 1,000ft rule, heavy support for all things Chevrolet in all classes, Buster Couch after retirement clearly stating that the NHRA Board put a heavy thumb on the scales to favor Chevy stuff at all times.
More recently the idiotic idea (as Pro Stock as a class is failing badly) to allow any engine in any body style has lead to a few teams putting Chevy-design engines into late model Mustang bodies! It hasn't worked at all to generate new interest in the class as they not only a.) can't field a full 16 car field at each event they also had to b.) drop even trying to run the class at every National event as they had since the class's inception. https://www.dragzine.com/features/editorials-opinions/gm-engines-in-a-ford-whats-your-take-on-latest-pro-stock-ruling/
I swear I hope the entire NHRA fails and fails badly! Then, a new racing association with vision, an even-handed approach to all makes and the re-institution of real 1/4 mile racing takes off.
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Actually, Pat Austins son Drew, has been very competitive racing an Walt Austin built Boss 429 based front engine dragster at the Hot Rod Reunion races in California. There is a strong running Austin Boss 429 Pro Mod team from Washington state as well.
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Actually, Pat Austins son Drew, has been very competitive racing an Walt Austin built Boss 429 based front engine dragster at the Hot Rod Reunion races in California. There is a strong running Austin Boss 429 Pro Mod team from Washington state as well.
Yes but he can't run in the T/F nor F/C classes now can he? Damnd that NHRA!
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The heads used on top fuel engines are not optimized. Don't look at them like they are the holy grail.
It's about 5 years ago now that we had a friend working on porting a set for a top fuel team. The biggest name in top fuel racing figured out they were doing this, ran to the NHRA calling it a "safety concern", and the ported head idea got shut down.
Truth is, a ported head would have allowed less blower overdrive, would have been more reliable, and would have allowed smaller budget teams a better chance at competing.
The same guy working on porting those top fuel heads has 460 Ford heads that flow in that 550-600 range.
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https://youtu.be/dIrvPfrnXjM
Joe-JDC
Good video, and contains some useful info even for FE people. A couple things I noticed on there that don't follow the conventional thinking on here: Glyptol internal engine coatings on all their engines, apparently. What LOOKED like regular clear window caulk on the intake end seals? :o Total Seal top rings. And the kicker, more flow does NOT equal more power.
I was surprised that the deeper bowl on the SR71 heads made for better airflow into the combustion chamber. I would think that a deeper bowl would cause a more drastic change of angle, slowing down the charge, or causing the airflow to slam into the backside of the bowl, making for worse airflow into the chamber, but apparently that's not the case. Even the short turn radius was laid back more, which I thought typically hurt flow.
It was cool seeing his raised head Y-block at the beginning. That engine just amazed me at the EMC.
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https://youtu.be/dIrvPfrnXjM
Joe-JDC
Good video, and contains some useful info even for FE people. A couple things I noticed on there that don't follow the conventional thinking on here: Glyptol internal engine coatings on all their engines, apparently. What LOOKED like regular clear window caulk on the intake end seals? :o Total Seal top rings. And the kicker, more flow does NOT equal more power.
I was surprised that the deeper bowl on the SR71 heads made for better airflow into the combustion chamber. I would think that a deeper bowl would cause a more drastic change of angle, slowing down the charge, or causing the airflow to slam into the backside of the bowl, making for worse airflow into the chamber, but apparently that's not the case. Even the short turn radius was laid back more, which I thought typically hurt flow.
It was cool seeing his raised head Y-block at the beginning. That engine just amazed me at the EMC.
Probably just clear silicone. I use Dow Corning 732 on everything and it comes out clear like that.
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I'm no "pro" but I do remember ( and others remember them as well ) the Jordan brothers and their alcohol funny car running a Boss 429. The had a very competitive program. The problem was , they needed some updated new parts. They spent time scrounging Boss parts. There was a story, that they had spent time and money, to develop some new parts, but the NHRA refused to allow it. This was , how many years ago ??!
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In 2007 at the SEMA show in Vegas ( if my oldsheimers hasn't kicked in ) Ford had a display nitro engine Force was involved with which was planned for Funny Car. It was based on the 385 platform. I remember it well because the injector hat had 2 blue butterflies with BOSS engraved into them. Was PRETTY ! NHRA shot it down and I think is the reason Ford quit them.
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I think the post is probably going a little sideways, so I apologize, and I’m not an expert on the NHRA nitro & alcohol classes, but I do follow it, and have lots of old rule books. There are lots of rule differences between the alcohol and nitro classes too, although it parallels a little. There have been lots of evolutionary rule changes over the years, and I have no idea what went into their decision making, but as horsepower, ET’s and costs have risen they’ve gone to “spec” rules just like a lot of other sanctioning bodies have. The NHRA has had racer committees for rules input for years, although a person could probably construe that as some racers trying to hold back innovation by others and protecting their combo, again it’s way above my level. Major components generally need to be approved and on the “accepted” list, and changes to the parts need to be approved. NHRA went to 4.80” bore spacing limit for the nitro classes in 2002, the rules for the alcohol classes are too varied for me to type it all here, looks like some of the combinations have required 4.84” bore spacing since at least 2005. In the nitro classes you’re limited to just a few “accepted” forged aluminum blocks, no cast blocks, many of the other parts are made in house now days by the big teams because they just can’t take the chance on supply issues by relying on outside vendors, same issue most of the engine builders here face. And they can control the quality. Same with their chassis. The small teams rely on purchasing parts from the big teams. When the Force team got the Ford sponsorship they went to calling their engine combination the Ford 500, and I think they made their own heads in house, a little unique, but still approved by NHRA which set the head configuration type and all the valve angles & valve size specs anyway. By that time all the parameters of the nitro engines were pretty well set, nothing was going to be Boss 429 based. I think the Force team, and the others sponsored by Ford just wanted something they could “call” Ford powered, since it was all custom made anyway. Ford sponsored the Force team through the 2015 season, so Ford leaving didn’t really have anything to do with NHRA not allowing a Ford based engine, that ship had sailed long before. Somewhere I have some pictures of a Force Boss 500 head on the bench, but probably similar to all the other nitro heads. None of those teams seem to care about anyone seeing their ports, it’s all pretty standard and spec’d.
(https://i.postimg.cc/SRC8JSmB/242-DB7-E6-5-DD8-4-BAD-82-F6-638-C21-FE0195.jpg) (https://postimg.cc/GT39f18K)
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I think the post is probably going a little sideways, so I apologize, and I’m not an expert on the NHRA nitro & alcohol classes, but I do follow it, and have lots of old rule books. There are lots of rule differences between the alcohol and nitro classes too, although it parallels a little. There have been lots of evolutionary rule changes over the years, and I have no idea what went into their decision making, but as horsepower, ET’s and costs have risen they’ve gone to “spec” rules just like a lot of other sanctioning bodies have. The NHRA has had racer committees for rules input for years, although a person could probably construe that as some racers trying to hold back innovation by others and protecting their combo, again it’s way above my level. Major components generally need to be approved and on the “accepted” list, and changes to the parts need to be approved. NHRA went to 4.80” bore spacing limit for the nitro classes in 2002, the rules for the alcohol classes are too varied for me to type it all here, looks like some of the combinations have required 4.84” bore spacing since at least 2005. In the nitro classes you’re limited to just a few “accepted” forged aluminum blocks, no cast blocks, many of the other parts are made in house now days by the big teams because they just can’t take the chance on supply issues by relying on outside vendors, same issue most of the engine builders here face. And they can control the quality. Same with their chassis. The small teams rely on purchasing parts from the big teams. When the Force team got the Ford sponsorship they went to calling their engine combination the Ford 500, and I think they made their own heads in house, a little unique, but still approved by NHRA which set the head configuration type and all the valve angles & valve size specs anyway. By that time all the parameters of the nitro engines were pretty well set, nothing was going to be Boss 429 based. I think the Force team, and the others sponsored by Ford just wanted something they could “call” Ford powered, since it was all custom made anyway. Ford sponsored the Force team through the 2015 season, so Ford leaving didn’t really have anything to do with NHRA not allowing a Ford based engine, that ship had sailed long before. Somewhere I have some pictures of a Force Boss 500 head on the bench, but probably similar to all the other nitro heads. None of those teams seem to care about anyone seeing their ports, it’s all pretty standard and spec’d.
(https://i.postimg.cc/SRC8JSmB/242-DB7-E6-5-DD8-4-BAD-82-F6-638-C21-FE0195.jpg) (https://postimg.cc/GT39f18K)
Sorry Kevin but the facts remain: NHRA specifically banned the larger Ford 385 series bore spaced blocks long ago. Nothing can change that ill-advised move to protect the makers of aftermarket 426 Hemi based smaller bore blocks, heads. etc. In fact, Force did essentially want to tag what was really a "426 Hemi" engine as a "Ford" but that's NOT what I and others here were talking about.
In my post and with others that posted here, we were specifically talking about a true 385 bore-spaced Ford style engine with Boss heads, not a 426 Hemi engine. Let's get that straight.
My issue with the NHRA boneheads is that they went overboard in protecting the investment fuel racers and makers of 426 aftermarket parts had in said parts by banning the Ford. The T/F racers I knew back then concurred that the NHRA made a calculated move to protect those making, buying and having 426 replica engines and related parts. And your quite wrong in your analysis by interjecting and using the Force phony Hemi example. That's not what I and others here are talking about at all.
And yes, I've also followed T/F and F/C engine parameters since at least 1969. Let's once again get it straight: Ford engines with 385 bore spacing and Boss head designs were specifically banned long ago by the NHRA and lots of links prove this was and is true. So please don't divert away from these facts.
Oh, and one last note: name one other engine design, ever, that the NHRA has totally banned from any form of T/F or F/C (nitro) competiton. There is only one........................................
https://www.fordforums.com/threads/typical-nhra-bans-ford-boss-429-engine.72097/
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So, it's OK for the Chevrolet brand to suck all of the oxygen out of the sport but it is not OK for a Ford engine with even a theoretical advantage to compete? Following the money does not seem to make it at all legitimate as it pertains to the sanctioning body's.
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I understand what is being discussed about the 385 series engine, and I understand what the Force Boss 500 engine is. And we’re just having a friendly discussion here. Up until 2001 ( which was quite a few years now ) the rules in the nitro & alcohol classes still allowed a 4.90” bore spacing block, and nothing specifically in the rules that prohibited a 385 Series style block or heads. Now I can’t tell you what the NHRA tech department said behind the scenes, and they didn’t have the “accepted” products on the website like they do now. 2002 was when the rule change to the 4.80” bore spacing went into effect for the nitro classes, and as time went on they have been adding specific rules for block material, camshaft spacing, maximum bore size, valve angles, etc., and it’s pretty much totally become a spec engine at this point. That’s all I’m pointing out. And that Ford didn’t pull out of the Force sponsorship at the time that those rules went into effect. I’d love to see the diversity & innovation too, and certainly like to see an actual Ford based engine, but it’s their stage. Here’s the except from the 2001 rule book.
(https://i.postimg.cc/25Vj80wv/ADD0603-F-88-E1-4-D4-F-B31-D-0-A0132-FE4747.jpg) (https://postimg.cc/Nyvvd7Zf)
(https://i.postimg.cc/TwbRnhB3/A9405762-2-B90-4-FA1-93-A9-3-D39-EAC3-B5-C7.jpg) (https://postimg.cc/qhkVTBkP)
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And that's my point. It may be their stage but that doesn't mean we need to support them. Let them fail and perhaps a new association, free of the NHRA dinosaurs now in charge, may give rise to a new and fair racing association.
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My most grateful thanks to all who chimed in. I asked the question because I am part of an effort aimed at Land Speed Racing. This is very much in a suppositional setting at this point. The goal is to go significantly over 300 MPH in one mile from a standing start. It may take as much as 5K horsepower to get there and the specs are unlimited---I think we'll use methanol as the fuel of choice and have a 'spray' system involved as well. The power-plant will make use of multiple turbos and, just to thumb our collective nose at all-and-sundry, I expect to have 'EcoBoost' badging on the vehicle. All the major components will be based on FoMoCo designs. There will be a budget adequate for a first-class effort.
It had been my intent to make use of The B9 head, but it may make better sense to simply go to one of the alternatives mentioned above. Explorations continue and the planning is such that, as near as I can see now, it may be late in the year before all the issues start to come together. The current Chinese virus problem has virtually brought some of this to a standstill. I'll continue to use this group as a sounding board as we progress.
KS
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Ken - Sounds like a very cool project 8) 8)
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My only comment here "other boneheaded NHRA moves that have proven to kill the sport. The 1,000ft rule," is that the 1000' rule is to help prevent being killed RUNNING the sport. The tracks are not long enough to safely support the speeds and pretty much 100% do not have the room to expand the shutdown. That includes the Tx Motorplex which appears to out in the middle of nowhere. Track owners also are not likely to spend the money either - the 'plex bathrooms haven't been updated in over 30 years and the outer pits are a friggen rock garden. Even the pro pits are deteriorating. So it's either limit the length or reduce the speeds. Can't have both.
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My only comment here "other boneheaded NHRA moves that have proven to kill the sport. The 1,000ft rule," is that the 1000' rule is to help prevent being killed RUNNING the sport. The tracks are not long enough to safely support the speeds and pretty much 100% do not have the room to expand the shutdown. That includes the Tx Motorplex which appears to out in the middle of nowhere. Track owners also are not likely to spend the money either - the 'plex bathrooms haven't been updated in over 30 years and the outer pits are a friggen rock garden. Even the pro pits are deteriorating. So it's either limit the length or reduce the speeds. Can't have both.
Speed's the way.
Yeah, they can eliminate Ford engines but those numbnuts couldn't for the life of them figure out how to cut speeds and make racing nitro cars far cheaper. I can quote a ton of great ideas bandied about just from my old pals who did run these dragsters for years on how to slow down the nitro cars and regain true 1/4 mile racing. Blower speed, blower size, # of magnetos, reduced nitro loads, reduced injector hat lines, only one much smaller fuel pump....and the list goes on and on.
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NHRA is all about "entertaining the fans". Force says it all the time and I'm sure that's based on what NHRA tells it's "entertainers". Pro Stock empties the grand stands in a hurry. People actually go back to the stands to watch Factory Stock but NHRA is playing with the rules there to make the racing equal. A big bucks "no prep" race draws more "fans" than a NHRA National event! People laughed when I said NHRA is the next WWF/Monster Jam. Guess what , we are there. Nascrap is almost there and will be next year , mark my words.
Safety or not the "rules" are killing the sport.
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KS - what body/car would you use to go 300 mph?
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NHRA is all about "entertaining the fans". Force says it all the time and I'm sure that's based on what NHRA tells it's "entertainers". Pro Stock empties the grand stands in a hurry. People actually go back to the stands to watch Factory Stock but NHRA is playing with the rules there to make the racing equal. A big bucks "no prep" race draws more "fans" than a NHRA National event! People laughed when I said NHRA is the next WWF/Monster Jam. Guess what , we are there. Nascrap is almost there and will be next year , mark my words.
Safety or not the "rules" are killing the sport.
True as stated. However- it's always been a show. Wally knew that from the get-go. Safety yes, but buts in the seats pay the bills. Racers don't always see it, but at the Pro ranks - yes, you are an entertainer. No entertainment, no fans. No fans, no sponsors. No sponsors, no money. No money, no pro sport. No getting around that. The "show" has lost a bunch of it's luster, and that's pulling people out of the stands. Pro Stock's problem is anything in any body, why would any manufacturer - except GM because most of the parts are GM - car to even participate.
We have a Top Fuel racer that comes to our bracket races when he can - because it's fun. Nobody asks for autographs, we're all just racing. And maybe win $25 or $500 or $1200 or so. Or not. The big No Prep stuff draws well because of the TV exposure and because it's heads up and nuts. This pulls in people that haven;t a clue but it's exciting to watch. Same about as when Pinks was running - the pits were full of "fans", just that most of the "fans" didn't have damn clue what a real race might be and in a lot of cases didn't have the sense to get out of the way of the cars trying to get to the lanes LOL. Pro Stock, Super Comp, index racing, bracket racing require a "skilled" fan that either has run the eliminator or gets entertained by the technical details. I enjoy bracket racing, it's what we can afford to do as a family, but it's not much a casual spectator sport. We draw very few spectators. Can't get any TV, radio or even print coverage to the point of not even printing results. If it's not stick and ball, they don't care. We relay on Drag Champ, Dragzine, etc to show our "heros". I send write ups for our races once in a while to NHRA for hopefully publication in Member Track News. Best PR we can get LOL.
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KS - what body/car would you use to go 300 mph?
The race version of the '06 Ford GT, such as the Robertsons used several years ago to win a podium place in class at LeMans. I am hoping that I can use a Porsche dual-clutch transaxle.
I was told today that I'm going to have to fit a sixth head-stud to be able to hold the expected boost. It's just one more question to solve. Using a billet block gives me some latitude as to placement.
As another question, what do you guys think of the use of a flat crank on a 500 CID engine? Will the harmonics be too much?
KS
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Ken - V8 flat-plane engines north of five liters get a bit crazy with second order vibration. We had a rule at Ford that any four-banger over 2.3L got balance shafts. (There was an exception in the 2.5L pushrod HSC engine, but that was a low-revving turd...)
A flat-plane V8 is basically two four-bangers, so you can extrapolate from there. A 500 inch motor would probably stay together, but it wouldn't be pleasant. The biggest advantage of a flat plane V8 is quicker revving. (Exhaust scavenging is a bit better too, but that advantage is likely minimal with a race exhaust.)
Since you're doing a land speed car, quickness to rev is probably not a big deal. I'd prefer a cross-plane crank that lets you keep parts on the car during the run.
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Personally, I like 180 cranks, in a V8 but, they do have a history of vibration.
Just recently, I read that the reason, for the vibration, is because all the weight is generated a cross from each other and not distributed more evenly around the crank, causing a undampened, "jerking" motion on the valve train, during the exhaust pulse. Think of it as a rubber band, going back and forth, twice a revolution @ 90 deg from each other. As a though about how it might be dealt with, you might use a flywheel and dampener, with opposing weights at 90 deg to the throws. I think they may need a stronger flywheel retention for a BBF type flywheel.
Quotes are my opinion, only.
From what I've read, it has been dealt with by using dampeners in the valve train and long chain drives help the dampening, in DOHC designs. Some sort of dampener might be able to be made for the timing sprocket.
I wouldn't run one for a record run, this year but, if you have the money to burn, I think there is HP in it, if you can work it out.
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I'm guessing this venture is to go after the M2K Motorsports record set last year in the Ford GT at the Texas Mile? I don't think power will be your problem, but traction. Getting the car moving through the first 3 gears will be a major challenge. Are there any rules against all-wheel-drive? Those guys at M2K have been at it for some time, and they really have their combo worked out well, but traction is still a major issue in getting the car up to speed, even at considerably less than your stated horsepower goal. Either way, good luck and I hope to see more about this.
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My only comment here "other boneheaded NHRA moves that have proven to kill the sport. The 1,000ft rule," is that the 1000' rule is to help prevent being killed RUNNING the sport. The tracks are not long enough to safely support the speeds and pretty much 100% do not have the room to expand the shutdown. That includes the Tx Motorplex which appears to out in the middle of nowhere. Track owners also are not likely to spend the money either - the 'plex bathrooms haven't been updated in over 30 years and the outer pits are a friggen rock garden. Even the pro pits are deteriorating. So it's either limit the length or reduce the speeds. Can't have both.
Speed's the way.
Yeah, they can eliminate Ford engines but those numbnuts couldn't for the life of them figure out how to cut speeds and make racing nitro cars far cheaper. I can quote a ton of great ideas bandied about ujust form my old pals who did run these dragsters for years on how to slow down the nitro cars and regain true 1/4 mile racing. Blower speed, blower size, # of magnetos, reduced nitro loads, reduced injector hat lines, only one much smaller fuel pump....and the list goes on and on.
Yep, much like the Brian France destroyed nascar...there are many ways to slow the cars WITHOUT restrictor plates, for example, but they refuse to implement any...I guess they LOVE the"big one".
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I'm guessing this venture is to go after the M2K Motorsports record set last year in the Ford GT at the Texas Mile? I don't think power will be your problem, but traction. Getting the car moving through the first 3 gears will be a major challenge. Are there any rules against all-wheel-drive? Those guys at M2K have been at it for some time, and they really have their combo worked out well, but traction is still a major issue in getting the car up to speed, even at considerably less than your stated horsepower goal. Either way, good luck and I hope to see more about this.
Actually, I'm more interested in going after the special version of the Bugatti Chiron. It was driven in a 'flying mile+' series at a huge oval testing track in Germany that is part of the Volkswagen operation. They came out of the curve at one end at something close to 200 MPH and got to 304 MPH in the next mile+ before having to shut down.
The 'race' version of the '06 Ford GT has an all carbon fibre body and has had significant smoothing of the front shape and flaring around the wheel openings. We'll be using an engine management system that will be able to keep upper RPM accelerating as fast as the traction will allow, by controlling the boost. All wheel drive has also been considered. It'll be a multi-year effort, I'm sure. (I have also retained a first-class suspension/air-flow control guy. The faster the car goes, the more down-force on the rear to aid the traction---all without bottoming out.)
My actual first goal is to get beyond 300 MPH so that I am 'competing' only against myself. Then I'm not doing any sort of competing---I'm creating.
KS
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I guess I'm a little confused then. The Bugatti and Koenigsegg records are for "production" vehicles (even though the Bugatti was technically modified for safety reasons, and the Hennessey and SSC are 'claimed', so not official), so what is the purpose of going after them if your car will obviously be modified? I'm not making fun of the attempt you guys are doing, just trying to understand the purpose of it.
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I guess I'm a little confused then. The Bugatti and Koenigsegg records are for "production" vehicles (even though the Bugatti was technically modified for safety reasons, and the Hennessey and SSC are 'claimed', so not official), so what is the purpose of going after them if your car will obviously be modified? I'm not making fun of the attempt you guys are doing, just trying to understand the purpose of it.
Having Fun!
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It's said that when Craig Breedlove made public his plans for the 'Spirit of america' he was told that the idea was meaningless because it wouldn't fit into an existing class. The SCTA rules of the time required four wheels and drive by two wheels. His idea was actually a tricycle with the drive furnished by a jet engine. He said, "I don't care. If I go faster than anyone else, that's what I'll be known for. They'll have to create a class for me."
Both the Koenigsegg cars and the Bugatti cars are hand built---one at a time, and to the demands of the ultimate purchaser. The ones that set so-called records are the only ones just like them in the world. Exactly the same thing will be said of my Ford GT. I expect it to be a seven figure project.
When I get my car drivable, I'm going to go out and put a couple of thousand road miles on it. Then it'll be brought back into the shop and 'freshened' to include different suspension settings and whatever improvements and alterations we decide to do to the engine. We'll put fresh tires on it and change the fuel in the tanks from race E-85 to methanol and then load it into the trailer to go to Blytheville. We'll have to run it several times to meet licensing requirements since my current license is outdated and not unlimited. We'll go as fast as we can, and then go home and meet with my design team to decide how to go faster. And by that time I'll be racing entirely against myself.
Ultimately I'll bring it home, change the tires again and go over to McDonald's. It'll be the fastest street-driven car in the world. And the only one like it in existence. Just like the Koenigsegg and Bugatti. But I'll have done it in one mile from a standing start instead of a flying mile. And it'll have been done in the USA. :)
KS
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Good enough reason for me! ;D
I'd love to see it happen, especially with a Boss 9 style engine. That would be off the scale in the cool factor, only beatable by an SOHC!
I never quite understood the Koenigsegg record attempt. The guy didn't even step in the throttle till he hit 200 mph. With different gearing and a faster approach, I think he would have hit 300 easily. I'm waiting to see if they continue for the record with the Jesko.
https://youtu.be/KD82XB7t8Xo?t=29
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FWIW, I first intended to use a Cammer engine, and had had several discussions with Jim Dove as to how to put the engine together. His illness made me shelve the plans. I started all over again with the present project, and the idea of using a B9 configuration was that much more of a change.
The present Chinese difficulty has massively upset my expected timeline. Suppliers are all pretty much on hold, and my own business is in the same sort of 'holding pattern'. But---onward and upward!
KS
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The Boss 500 used 460 sized 3" mains, that was about all they were allowed to do. I think that engine is still used in Force's Camaros.
Ken, The street Boss heads and Kaase's race Boss heads are quite different. If 300 is the goal and not a street car the Kaase raised port race heads or the Carrol Carter ones would be a better choice.
Glen May might have stuff to sell. His engines were probably 3000hp with a 14-71 and alky.