Lou,
Yes, I have seen the pictures of that intake; the guy obviously knows what he's doing!!!
Thanks again for all the good info!!!
Bill
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| FINALLY made some boost/horsepower... https://www.slantsix.org/forum/viewtopic.php?t=51063 |
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| Author: | RyGuyTooDry [ Mon Mar 25, 2013 6:08 pm ] |
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My cars a '65 Belvedere four door. All the interior is gutted, aluminum wheels, lightweight steering wheel, lightweight buckets, lightweight yellow top battery. Taking the rear bumper off when I get to it (roll pans going in), and I'm cutting a pretty big section out of the hood and placing aluminum louvers in it for cooling aspects. |
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| Author: | billdedman [ Tue Mar 26, 2013 12:01 am ] |
| Post subject: | a b BODY!!! |
Man, you have done a remarkable job in taking weight out of that car!!! That's just amazing!!! Kudos to you!!! Bill |
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| Author: | Dart270 [ Tue Mar 26, 2013 11:19 am ] |
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Tilley's ONE run with that motor setup (no rollbar or even shoulder belts, so go home after one) was 10.69 @ 127 (or 129?) in a car that weighs 300 lbs more than Ryan's, had 235/60-15 M/T ET streets on it, and a fairly low stall converter. As I have told folks before, it is worth the plane ticket to Aus to get a ride in that car. Lou |
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| Author: | billdedman [ Tue Mar 26, 2013 5:28 pm ] |
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Lou, Thanks a LOT for that rundown on Tilley's car! It is most impressive! It's hard for me to imagine how he's making that kind of power with only 20 pounds of boost but I would imagine that it has a lot to do with the great-flowing intake system he has on that motor. It probably will put a lot of air through there easily, compared with a 4bbl carb on a conventional intake manifold; hence less boost is necessary to acheve effective cylinder filling. Would yoiu think that might be the case? Makes me want to design and build a better intake... Thanks for all the good info!!! Bill |
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| Author: | Dart270 [ Wed Mar 27, 2013 2:52 am ] |
| Post subject: | |
Custom tubular intake, high flowing head (220 cfm intake), yes. Lou |
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| Author: | billdedman [ Wed Mar 27, 2013 10:30 am ] |
| Post subject: | |
Lou, Yes, I have seen the pictures of that intake; the guy obviously knows what he's doing!!! Thanks again for all the good info!!! Bill |
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| Author: | billdedman [ Sun Apr 07, 2013 2:19 am ] |
| Post subject: | |
Quote: Lou,
Just an update on our car:Yes, I have seen the pictures of that intake; the guy obviously knows what he's doing!!! Thanks again for all the good info!!! Bill Today we added some richer jets to the metering plate (primary) ending up with 96's in the front and 97's in back in this 4150, 750cfm Holley double pumper. It seemed to like it. We took it out on a deserted stretch of road and did a drag strip-type launch. Freddie was driving. He had had good results before, stalling it to 3,000 rpm, so that's what he did. It left the line with tires spinning, so he short-shifted it into second at 5,000 rpm, and it just kept on spinning, all the way to about halfway through second gear. It started getting sideways with all that tirespin, so he had to shut it down. That road had a little bit of crown. That run was made with 10 pounds of boost, a Sure Grip (new) and some new, 26"-tall, 9"-wide Hoosier bias-ply slicks and a 3.55:1 gear. Car weight (empty) is 2,670.) It's a '64 Valiant 4-door. We have 18 degrees of ignition timing from a Mopar electronic distributor that features a locked plate and no vacuum advance. We are using the coldest NGK plugs I can find, gapped at .025". The Snowperformance BoostCooler (alky injector) runs pure meth and comes on at 8 pounds of boost. This run was made using 100-low lead av gas. I THINK it's about 110-octane using the research octane/motor octane test number averaging system... not sure. The cam is a Comp Cam unit with 210/210 degreeas of duration @ .050" and is ground with 115 degrees of lobe separation. The valve springs are 340 (new) springs with a pretty weak inner the combination of which, yields 130 pounds on the seat and 320 pounds open. Coil bind doesn't come until agout .600" I thinkStock 1.5 rockers are used, but I have a set of 1.6's I am having made, if the guy ever gets through t.i.g.-welding them. This cam has a gross lift of .484 at the valve with stock rockers, I believe. The spark plug wires are Taylor Cable. The tranny is a 904 with the 2.74:1 first gear gearet (probably a mistake, but I thought it might help spool the turbo a little faster.) It has a reverse-pattern valve body and was assembled by drag racer Billy Lynn, here in Arkansas. Turbo Action "Cheetah" floor-shifter... The converter came from Hughes and is supposedly a 3,000rpm stall, but I think with boost, it might be somewhat more... A B-Body 8.75" rear is used with custom-offset 15" X 8" steel wheels from Stockton Wheel in California.. As I said, the ratio is currently 3.55:1, but that is subject to change (probably end up with a 2.76.) This car feels like low 13's right now with 10 pounds of boost, but it may well be lying to me. It might not be anything like that quick; that's hauling the mail for only 10 pounds of boost. Probably more like low 14's... Talk's cheap; time will tell.  We MIGHT be able to get her to a real drag strip where we can get some reliable baseline numbers, next week. We'll see... Thanks for listening! Bill in Conway, Arkansas |
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| Author: | Dart270 [ Sun Apr 07, 2013 4:38 am ] |
| Post subject: | |
Thanks for the update, Bill. Hard to tell what it will run if it won't hook up. I would try stalling significantly lower and keep it from building as much boost until you're off the line - then it will take off like a rocket. If I calculate how fast my '66 Valiant (2700lb with me) would be with my 9psi 68 Dart motor (no changes to motor or boost), it should run at least low 12s with a decent converter and traction. Runs low 14s with 3500 lb car and 2200 lb converter and 0psi on the line to keep it from spinning. Good luck at the track! Lou |
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| Author: | billdedman [ Sun Apr 07, 2013 7:53 am ] |
| Post subject: | In over our heads... |
Thanks Lou! I think this thing MAY hook up at the strip, given that they put down some significant amounts of traction-enhancing VHT on the strip surface at several times during the day, but we'll see; I may have to cut back on the stall speed as you suggested, but tuning issues having to do with driveability have me hoping I don't have to do that, as it seems like there is a giant hole in the torque curve between 2,500 and 3,000. Short version; it seems like the mixture control as the secondaries open, under 3,000 rpm, is very poor.... it tends to want to bog... I am begining to undersstand why so many folks advocate EFI for these boosted motors; tuning a 750 Holley to operate with the right mixture under a variety of circumstances (varying load, rpm, boost level, throttle blade opening, etc.) is proving to be problematic, at best. These carburetors were never designed to operate under such widely-varying set of parameters. I am very much grateful for your interest and input. We are greenhorn newbies at both slant sixes and turbos, so our learning curve is steep. Any help given is much appreciated!!! Bill, in central Arkansas |
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| Author: | Rug_Trucker [ Sun Apr 07, 2013 8:52 am ] |
| Post subject: | |
Having to back out due to tire  spin?!
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| Author: | billdedman [ Sun Apr 07, 2013 11:32 am ] |
| Post subject: | NO bite... |
In a manner of speaking, yes. He was going about 50 mph and the road was crowned, slightly, and he was not in the middle so it (stilll spinning both wheels) started slewing sideways and he had to get out of it or end up in the ditch... Not much bite on that asphalt. I hope it does a better job of getting hold of the ground on a treated strip.  Bill, in Conway, Arkansas |
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| Author: | slantzilla [ Sun Apr 07, 2013 1:02 pm ] |
| Post subject: | |
It is not unusual for turbo cars to spin downtrack. 
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| Author: | billdedman [ Sun Apr 07, 2013 2:43 pm ] |
| Post subject: | |
Quote: It is not unusual for turbo cars to spin downtrack.
Well, thanks for that, but I think it's going to be pretty unusual for this one to do that. We just won't have the horsepower to make that happen, but it's a nice dream....
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| Author: | olafla [ Sun Apr 07, 2013 7:51 pm ] |
| Post subject: | |
Hi, Bill. Quote: We have 18 degrees of ignition timing from a Mopar electronic distributor that features a locked plate and no vacuum advance. We are using the coldest NGK plugs I can find, gapped at .025".
Uhh, why?
Quote: ...it seems like there is a giant hole in the torque curve between 2,500 and 3,000
On a normal street engine, a good recurved distributor would have all mechanical advance - for a total of static + mech at 32-35° - in at 2800-3200 rpm, depending on the engine setup. The ideal air/fuel ratio at 14.7:1 give the shortest burn time, and a richer or weaker air/fuel mixture burn slower, and subsequently need more timing advance for the flame front to reach across to make peak cylinder pressure at 15-20° ATDC. If your engine experience a big difference in air/fuel ratio (power valve?) in the 2500-3000 rpm range, whitout compensating with more advance, it may explain why you have the hole in the torque curve. A distributor with some mechanical advance built in, may improve the situation, whitout bringing you into the ping zone.My 1.9¢. Olaf. |
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| Author: | Volare4life [ Sun Apr 07, 2013 9:03 pm ] |
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awesome update, can't wait to see this animal at the strip really cutting loose lol, -Mike |
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