I ran the Dart on 1/8 track at Evergreen Speedway, took second place in my bracket. Red lighted against number one or I would have taken 1st, he broke out. I even go my picture taken and a nice trophy...

The car ran consistent 9.5's and felt like it should go faster. I identified 4 problems

1) The car felt like it wanted to inch forward. It is hard to do the three pedal shuffle when one of your feet is on the brake. So I couldn't stage the car properly. It is kinda hard to take your foot off brake on the first green, press down on gas by the second green and pop the clutch on the third green and not go sideways...

3) Not much traction when taking off, see above. But I also could break them loose going into second. I could go racing radials or slicks. But then I would start breaking stuff...

3) I don't care what people say, the stock fuel pump does not keep my carburetor full. I can run to the rev limiter in 1st, second and third start sputtering at around 4500 rpm. Rev limiter is set at 5200 rpm, the car feels like it can go 5600 or 5800 without a problem. It is friggin' amazing just how much gas this thing needs to run correctly.

4) The most serious is the IBW (idiot behind wheel). When I figure that one out, well who knows, maybe I could actually win a race.

On the other hand, the car ran flawlessly, it didn't overheat, oil pressure stayed at around 50psi, carburetor didn't leak all over itself, no marking its territory.

It felt nice and strong at the bottom end, revs effortlessly until #3 above. The clutches stop pedal is now adjusted properly so I can just about speed shift this old A833. No gear clipping any more and I only missed second twice, once during practice and once on the red light.

Kesteb,

We were at Elk Creek, VA last week and the entire track runs slightly up hill, including the start. Ryan and Micah both, both with 4 speeds, had trouble staying in the lights. Luckily Ryan had a line lock to hold himself in place.

Rick

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

Kesteb,

Many congratulations on the car successes. That feels pretty darn satisfying, I bet! Hope to get to meet you in person sometime and see your car.

Lou

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Home of Slant6-powered fun machines since 1988

While everybody else was in Woodburn, I went back to Monroe today. Figuring out #1, stage and keep foot on brake, first light take foot off brake, second light start reving the engine, third light go. It appears that #3 was fixed by going to the next bigger jet in the secondaries. Still working on #4.

Best run was 9.318 during practice, I can now bounce the engine off the rev limiter. So I picked up 2/10s with the jet change. The car is running at about 4000 rpm at the top of third. So I could use a bit more top end.

Came in second again. At least this time I didn't red light. I ran a 9.4 during that run. The 18 year girl ran 9.447 in her Ranger pickup, with a faster reaction time. It must of been the slicks her dad put on.

9.31 is pretty stout for a street driven Slant car. Keep up the good work.

Be advised that for best consistency, folks usually get the car totally staged and ready (in steady state) before the 1st amber light comes on. Any monkey business during any of the amber lights will make you less consistent.

Lou

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Home of Slant6-powered fun machines since 1988

I know, but the car rolls. I can park any place on that oval and the car stays put, but at the starting line it rolls... I guess I will have to bite the bullet and install a line lock.

A little run down on the current setup. The ignition is set at 10* BTDC with a 31.5* total; timing all in by 3000rpm. Static compression is 8.75. The carb is an Edelbrock 500avs with .089 prmary jet and 1443 metering rods with the "purple" step up spring. The secondaries is using the .101. jets. The air flap is set as shipped, making it open earlier caused a bog around 3250 rpms. The cam is a ERSON 270*/.465 lift installed straight up. The exhaust is handled by a pair of Dutra's with 2 1/8" down pipes into a Flowmaster Y collector and out with 2 1/2" pipe dumping just before the rear axle.

The next time I go up there, I thing I will increase the secondaries to .104 and see what happens. I will either go faster or slow down. Another thing to try is decreasing the total timing to around 29*, there is a slight ping when accelerating at 3000 rpms in second gear. But we will only do one thing at a time.

So far the carburetor jetting is way off from what Edelbrock suggests for a 225ci engine. I guess I did something right when I ported the head, otherwise the short block is pretty much a stock rebuild with arp rod bolts.

I compete in bracket 2 which is for cars that run 9.0 - 9.99 in the 1/8th. They run a "run what you brung and hope you brung enough" style of brackets. You break out when you dip into the next higher class. Bracket2 is mostly made up of late model stock cars. For example. I can outrun a late model Jetta by at least 2 car lengths. A mid '00 Mustang GT with a 4.6 is half a fender length faster. A 4 literV6 Ranger with slicks is about a dead heat. The only other inline six cylinder is a 260 Z car running in bracket 3.

Thanks for the info, kesteb.

What does the car weigh, on the starting line? You must have done a nice job of porting to go that fast with the other engine numbers (comp, cam...).

Lou

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Home of Slant6-powered fun machines since 1988

I have no idea what the car weights, I figure around 2800 lbs. But that figure is based on when my old '64 GT was hauled off, the scrapper said it weighed 1800lbs less engine, trans and drive shaft. So add a rough 600 lbs for a that stuff, and that would be close to actual weight.

OK, thanks. Might be interesting to run it over a scale at a dragstrip or truckstop...

Lou

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Home of Slant6-powered fun machines since 1988