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Messages - cdmbill2

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1
FE Technical Forum / Re: Stainless header bolts?
« on: August 06, 2017, 04:16:34 PM »
I have used the 12 point large flange 1" under head ARP stainless bolts for years as header bolts. 12 pt. head is great for tight situations and access as I can use a shorty 3/8" Gear Wrench to get them all in and then crank down with a regular 3/8" box. I've used teflon dry lube and nickel based antisieze with equal success. ARP also has 5/16" 12 point header bolts for really tight spots as in pretty much all FE header installs I've had experience with. I think 1" under head is the minimum for 3/8" flange headers. Always chase the threads first, but you knew that.

2
Looking the size of the wheel that follows the cam on SOHC, i wonder if a much larger bearing/axle would help? That would require more material/weight on the cam end of the rocker but it would slow down the bearing speed significantly and maybe expose the bearings to more splash absent an internal pressurized oil supply?

3
FE Technical Forum / Re: SOHC heads
« on: July 31, 2017, 11:54:41 AM »
I think the bigger question is why the stall on the intake port on the chart shown after .500 lift?

4
Scott:

I had a similar conversation with Kurt last year. For comparison sake look at his other red BBC/Fox body car that was entered in SS BB N/A, the class I was entered in for 2016. He said it was a iron block 585"/Turbo 400 setup and that with the additional cage and other components legitimatly pushed it into SS. It ran bottom nines, no eights, ending up at a 9.18 average or something like that, main point is it was hiting 154+ trap speeds with soft (compared to the black car) 60 ft. times. He said it came in at 3250 with driver.

I looked it over carefully and saw no reason to doubt it. My car was at 3500 with fat driver and we didn't have enough rear gear and no real testing, so 9.30's at 150. This with crank HP at ~1050.

You guys were killing it last year and no doubt there is more in it with testing, converter/gear optimization and if you've found more power/ less weight you'll be in contention unless Kurt adds a 100 C.I. or Beck shows up with a well sorted car. I've no doubt he can make power. I'll just be a spectator this year so best of luck.

5
Jay, my latest stainless rockers from T&D are bushed, and as they are for the BBF, have pressurized oil to the trunion from the pushrod through the cup and then on out through the spring oiler ports. I realize the differnce with your SOHC motor valve train situation, but have you talked with re the bushing IF there was a way to get pressurized oil to them? Along those lines did you figure out how to get more ratio given you are going to make your own rockers?

To the OP, bush your block for .904 or .937 lifters, use the bushed style, I've had good success with Isky and bi-annual rebuilds at .900ish lift and just shy of 800lbs. over the nose using a 1.85:1 rocker. Can you run a bigger cam core in an FE? Tha't where I'm going with the 460 based motor I run to get more lift with less rocker ratio. The car sees a Drag Week, a few True Street events and a few thousand street miles a year.

6
This is slightly off topic, but given Scott's tremendous performance last year with more to come in 2017 I figure why not.

BTW I won't be competing at DW this year, but we'll be back in 2018 in SS BB N/A Question: the engine builder I work with, Dougan's in Riverside, CA primarily build trophy truck engines for several of the top teams, Ford and Chevy. Their stuff all uses Kinsler Dragon Claw EFI IR stuff. They think I can build more power under the curve with that setup vs. the Wilson tunnel ram, dual Accufab TB setup I run. Again full disclosure for those who don't know, I currently run a 598" TFS A460 headed Lima engine, but as they say the engine doesn't know what it says on the valve cover. The Kinsler setup is $$$$, but it puts the injectors way up on the stacks for improved charge cooling and they think I could pick up 70 ft/lbs across the 5500-7800 rpm band I care about. Thoughts?

7
The Road to Drag Week 2016 / Re: Drag Week 2016, Day 4
« on: December 31, 2016, 04:17:21 PM »
There is a bit more to the black 'smoke' at the hit with an EFI drag car than meets the eye. Carbureted drag cars, especially big cubic, naturally aspirated cars have a lot of reversion at low engine speeds and as a result they accumulate lot of fuel on the port walls during the burnout and staging. The remaining accelerator pump shot(s) add to that to get the car moving at the hit. EFI cars have the equivalent of the accelerator pump shots with launch and accel enrichment, but much less wall wetting, so to get the car off the line as well or better requires even more fuel via the accel and launch settings and that results in the black cloud of excess fuel. Another advantage of a carburetor at the launch is the better fuel atomization the accel pumps achieve up in the Venturi vs. the accel enrichment from the typical EFI port injection location much closer to the valve. The net is most well optimized max effort N/A EFI motors will exhibit a bit of the black puff at the hit.

8
The Road to Drag Week 2016 / Re: Drag Week 2016, Day 5
« on: December 30, 2016, 03:57:38 PM »
And that is why I got out of the needle bearing business as soon as there was a possibly viable solution. Too many expensive rebuilds. Given your recent power level achievements its clear the cylinder heads and manifold are working. I think the main issue, and we share this, is track time to fully develop the combination.

I may have followed you on the conservative rear gear choice also with a 4.11 behind the 1.80 first gear glide. (sorry C2;) My best 60'ft with the new car has been 1.40 and I'd got there with +4200# convertable. Still learning the trans brake and how to adjust the suspension accordingly, its completely different than the AOD/foot brake setup.

My view has been that there is ET in the Drag Radials, but I sat and watched Kurt Johnson, Brad and you get it done with the bias ply's so I may off on that unless we can get to to 60 ft. Scott Clark helped me crutch the launch with the launch timing settings, but as usual we ran out of time and at DW '16 , tranny due to my error.

All of this tells me to spend more time at local events getting more laps and the track set up right. You'll get those additional tenth's with some further engine development, but man, look at how well Scott and Jack Miller did with the Cougar, I have much to learn.

9
The Road to Drag Week 2016 / Re: Drag Week 2016, Day 5
« on: December 30, 2016, 11:52:20 AM »
I'm working off memory here, but if you milled off the stock stands, could you or someone create a pair of one piece billet steel stands that would offset the rocker shaft to allow for more ratio? That would entail custom rockers as well of course. At that point the shfts could be plumbed for pressurized oil fed to the rockers through oil ports in the rocker bushings and on to the follower tip roller and the roller at the spring. The same oil could also spray on the springs. I agree with others here that bushings are the way to go. I have five seasons now on the Isky .904 roller lifters with no issues, two,of those with the 1.85:1 rockers.

That is in essence what I have on the 598" with current T&D bushed 1.85 rockers which net out at .900 lift. I need to go to a 60mm cam to avoid ever worse rocker ratios. The stainless rockers provide pressurized oil to the bushing, the roller tip and the two spring oilers. Since going to those valve spring life has improved dramatically.

10
Drag Week 2015 / Re: 2016 Drag Week tracks announced!
« on: December 15, 2015, 03:22:26 PM »
This is the best time of year for Drag Week. All the hopes and aspirations, the new builds, the freshened old warriors.

No anguished calls from the dyno room, or FedEx overnight Saturday shipping, or MIA NHRA inspectors yet.

HR is still stuck on high-boy style so the solid axle is a good idea. No Ohio George style Mustangs which frosts me a bit.

Rear frame rail mods for "traditional mini-tubs" are still ok for Super Street with the stock concept suspension. With a little work and the right shocks the Cal-tracs and their split mono springs can realy be effective even on a high stance car. Just be sure the fornt spring eye is lower than the rear.

11
Drag Week 2015 / Re: Four Drag Week Winners
« on: September 29, 2015, 08:19:46 PM »
By the way, if I make any progress with that "secret project" that we talked about at Drag Week, I'll be sure to let you know - Jay
:o Lotta teasing going on around here. :)

Jay, I'm pretty sure you are the only one to win in four different classes with four different cars. It better be worth a shot in the magazine. When I was spectating at Gateway I heard Lohnes announce that Kurt Johnson had five wins? I thought it was three in a row, in SR BB/NA, still impressive, but not your feat.

You do have to watch out for those darn black Fox body cars. We'll see how mine does at Drag Weekend.

Congratulations again, and a big well done to Scott and the Cougar. It was impressive!

12
The Road to Drag Week 2014 / Re: 577 SOHC Post Mortem
« on: October 10, 2014, 10:07:05 PM »
I may have missed this; were the rods magged before each subsequent build?  That is a standard procedure with the builds I do with Dougan's. That process caught radial cracks in a billet Scat crank, which lead to the Bryant that is in the 598" now. The same process led us to upgrade to Oliver's when we were shooting for more than 900 for a Drag Week capable rotating assembly.

We learn more very year and sometimes it is the hard way. Compared to the fast guys, those of us running the small tire N/A classes toil in obscurity, but its still a challenge.

13
The Road to Drag Week 2014 / Re: The Road to Drag Week 2014 - August 17
« on: August 20, 2014, 03:06:30 PM »
Thank you guys for the post of the  dry sump screen link. I've been ullage to squeeze a full size  Peterson unit in the -16 inlet line for the external wet sump deal. I'm hoping they have what need.

Man this last minute stuff is a killer.

14
The Road to Drag Week 2014 / Re: The Road to Drag Week 2014 - August 10
« on: August 14, 2014, 03:33:14 PM »
For a peak at a seven Litre Hurricane do a search on Don Bowles mystery motor Maverick.

All those small block heads are adorable. Things get fun as you approach or exceed 500 CFM on a 4.6" bore with a 2.45" intake valve.

Jay, do you run a block plate/ separator plate between the trans and the block under the flex plate? I still do although I'm not sure why.

15
The Road to Drag Week 2014 / Re: The Road to Drag Week 2014 - July 27
« on: July 30, 2014, 07:39:39 PM »
900 HP: Peterson advised me to go with a -16 oil pick up line with their wide-vac external wet/sump two stage vacuum pump deal. So far so good.

Do you run a larger than normal pick up line with your motors?

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