I'll work on the tail fins for Redding!

CJ

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Part of Tyrde-Browne Racing

OK. As those at the stip know, I've been smoking like a bug fogger.

What we found:

The head is shifted to the back of the block.

The exhaust valves, 300 Ford, have been hanging up on the cylinder wall. This bent the valves.

Here's a photo of the Ford 300 Valves on the left, and the stock valve head on the right. The Exhaust valves have been turned down 60 thousandths since the "Error." They have also been back cut on the edge of the face with an angle to keep the valve away from the cylinder wall.



I seem to have blown away the photo's of the cylinder bore damage. The valves cut into the bore where the valve hit. The engine ran pretty well all things considered. Right into the 16.70 range, hauling my fat butt and fat car around regardless of valve to bore interference.

Tough engines, wot?

CJ

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Part of Tyrde-Browne Racing

The Hooptie ran 16.51 best at Redding this weekend.

There are still improvements to be made. Lot's of weight savings possibilities, and there are improvements to the intake/carb situation.

Hooptie'll get a reprieve this winter. Linda wants some pretty fancy work done to her Dart, so it is unlikely to be ready for the jaunt to MATS next March.

That means the Hooptie will be my car in Vegas and beyond, unless a miracle happens like I hit the lottery. That would be like immaculate conception, cause I won't waste a whole dollar on a ticket.

CJ

I dunno, LCY got a really nice duster for $800... there is a 1966 4 door Dart around the corner from me that the owner has had sitting in the driveway since I've lived here... it's light blue, missing the side chrome on one fender... and I think his old lady made him park it closer to the front of the yard so someone might make an offer on it.... Keep your eye open... with the recession on something is going to pop up for the price of dirt...

Glad to see you're finally getting it down to where it should be... more to go though...

-D.Idiot

Nah. The Hooptie's all set. Once we get Linda's car together and ready, it gets the power from the Valiant. Maybe. I'll worry about building something for myself later.

She might just get a nice 170 build.

She's the one that get's the pretty, fancy car. I'm happy with something that passes tech after it gets me there. Not having the spare dragging on the ground is a plus too.

Paint? We don't need no stinkin' paint.

CJ

Keep workin' in that Dart, CJ - good progress. I went 16.36 at Clay City in my daily driver '68 Dart - who will be faster next year??

Lou

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Home of Slant6-powered fun machines since 1988

I dunno!

Hooptie's a '74 Valiant 4 door though. Bumpers on.

If I put my power train in the '63 Dart GT, I'm thinking it'll be me!

It looks like that may be on the back burner 'till the company decides if it's moving everything to China, or keeping operations open here. I won't be sinking money in a car while on unemployment.

CJ

I just realized that I haven't posted here in a while!

Hooptie has a new ignition now. A Mallory Unilite and my old MSD6A feeding my Blaster II coil.
When we ran Woodburn in June, I ran a 15.803 right out of the box. I had the mechanical pretty narrowed up, and my speed was low in the traps.

Thor came down a while back, and we fiddled with the Mallory again. I'm carrying 14.5° initial, and about 28° all in @2400 rpm now. I'd gone back to the Erson valve timing by this time. (When I ran Redding the RV15M RDP was retarded 3°. Now it's straight up.
This resulted in pinging with anything lower than 92 Octane. (Plus pings at WOT.) With 0.125" off the Deck, and .040" off the head, I sit at 10.3:1.

Today the car surprised me with a 15.66 @ 87.87mph. This engine keeps reminding me that it likes things hot. The hotter it gets, the quicker it gets.
Now thats just Bass Ackwards. I think it's a mixture issue. I've got ZFR5N's in there. It's time to bump down to ZFR7N-xx whatever they are. With the mixture slightly rich, I get a vanilla color at best. Of course with the alcohol and reformulated gasoline, it's getting harder to read plugs. It's still more white than tan.
I'd like to go just a tad lean of peak to hold the ET a little tighter. Still, worrying about mouse nuts here. Variation today on my solo runs was 7/100ths of a second. Unfortunately the car decided to run it's best in the first round of eliminations. I'd just run a .73, dialed a .71, and drove a .66.

I gapped the plugs at .045" last time around too. Power is good. I'm very pleased with that time, and the speed is right back where it needs to be. I may be getting all my mechanical a bit too soon though. If I can delay it 300 rpm, that would be better, and I could bump things up around 30° while leaving the base timing alone.

Boy that was fun!
I'm sunburnt, unemployed, and stuffed with track food!

If you get to Woodburn, try the Burrito stand! A five dollar burrito there is a meal!



CJ

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Part of Tyrde-Browne Racing

Sounds like good progress, CJ.

If you run faster when hotter, then you are lean and need to jet up. This will help your pinging problem too. Low 15s are around the corner...

I need to get on my '68 again so I can keep up with you in the 4dr daily driver wars. First will come a cam, then something more drastic...

BTW, I bought Bren's motor "Eileen" with those total seal gapless rings and put it in my "Slantkota" pickup. Threw out a big oil cloud coming off of stoplights or after closed throttle coast. Replaced valve seals with Comp viton "positive stop" seals and it is much better. High vacuum was/is pulling oil down the valve stems. Prolly still going to change to std rings when I get to it...

Cheers,

Lou

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Home of Slant6-powered fun machines since 1988

I did the positive seals too. Didn't help much in my case though. I was still blasting smoke out of the thing.

Cruising at 60 to 65 on the freeway, my vacuum runs 19 to 20" HG. I've still got my PCV hooked up at the carburetor.
Next up is to use an exhaust evacuation system. That draws sweep air through the engine, but at much shallower vacuum. There is a check that will have to be watched carefully, but it should keep me from taking big snorts of oil saturated air everytime I slap the throttle shut, or pull a big glurp through when initial throttle opening occurs. By the look of the plugs, #5 is getting most of the oil. A bit in #6 as well. warped space/time being what it is, #5 is the closest down hill runner from the PCV inlet on the base of the carb.

After I changed my oil, I got more of a puff. I also have seen smoke when running at extremely high speed. (90+) It is an intermittent oil smoke. That points to ring flutter. Due to the bore size, I'm not sure if the oil ring can overcome all the splash that get's thrown up on acceleration. The tension can't be very high in this small a bore. (3.445")
Kidd sold me one of Mike Jeffery's deep sumps with a baffle built into it. It included a longer pickup tube. The added inch of depth and the baffle should keep oil from getting flung by the throws on the stroker.

I might kick this thing without having to mess with the rings yet!

My current employment status will make it difficult to get much done. I still need to restock my gasket set. I'm short a few odd bits. Once I have a few items, I'll pull the head, get the guides done properly, (Don't ask! ) then install the deep sump on there. I'm toying with installing another cam I have on hand. (No, not that one Zilla!)

CJ

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Part of Tyrde-Browne Racing

I will try a cam swap too before rings. I have one with more overlap to bleed some pressure. This motor has 185 psi cranking pressure, so a bit high for pump gas, esp if I want to tow a car with this truck!

Lou

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Home of Slant6-powered fun machines since 1988

David,
I have a 74 Dart Swinger and it weighs 3600 pounds including me and a tank of gas. I was able to squeeze a 19.3 ET with a #56 jet in the Holley 1920, and that was spinning both tires with a 2.76 posi off the line.
I think it needs more fuel (bigger carb) and less weight, like those big bumper guards and the trailer hitch from hell removed.

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Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

I don't think they make them cooler since these are for a computer timed and swirl controlled specific set of engines. Pull them and put a set of stock plugs in and see what happens...the ZFR's with the extended tip moves start of the flame front farther into the chamber...which is where the flame front would be with a stock plug and a few more degrees advanced on your timing...
So when the plug fires it's like your 28 degrees +5 more...

I'd bet a stocker might solve some of the pinging, and give you a better heat range choice... The ZFRN's are a good plug, but they don't like high compression, they are best suited for the lower compression stratified charges where it needs a jump on the charge to get the burn rolling, or where the swirl has the mix spread out nicely and the burn is engineered to be complete to help with emissions.

Good luck,

-D.Idiot

Wow. Been a while.

Now running the ZFR6 Iridiums. They are not extended reach. Much better! No pinging, 24.5° all in.

The cold air intake is on, so hopefully I can get the time into the 14's with it. Best now is 15.02 from last year. I dialed a 14.99 being the optimist I am.

Ordered the new rods for the dragster this morning. 7.600" Titaniums to match up to the 1.020" Compression Height JE forgings. We'll see how it does!
Target compression is 12:1. If the chassis doesn't certify, the Hooptie is going to undergo a serious mid-life crisis!

CJ

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Part of Tyrde-Browne Racing

It'd be a "mid-wife" crisis...a few of us would have to get down there to help you install so you can "deliver"....

(I think this is where Fopar would say that's a pregnant idea!!!!)

-D.Idiot