And you without your video camera !!!!!
Im glad I live out in the sticks,
Frank
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| Author: | Dolmetsch [ Sun Aug 23, 2009 6:10 am ] |
| Post subject: | |
No They are little more than a throttle blade and a boost venturi. I think Mikunis would work much better but I had wanted to try these for 35 years and wasnt going to let the oppourtunity slip away. Now that I have satisfied that uge and have run it sccessfully last year with the street cam I think i can let it go. I hung it on the wall in my garage as sort of a museum piece. This Eddy carb seems to be very happy on the car so i think i can move on from here. I am now going to see what I can actualy make the little car run. Hi 10s should be possible although that would take a $$$$$$$$$ converter but i will see what i can ring out of this set up for now anyway. |
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| Author: | Dolmetsch [ Sun Aug 23, 2009 7:17 pm ] |
| Post subject: | road test |
A friend who runs an alky dragster stopped by today to pick up some stuff he left here in he spring when I helped him put his damaged motor back together. I said we would have to move one of the cars out to get his stuff out so he hopped in the sr dragster so I switched on the power. He said "Don you have far to many nubbens left on these new tires" and he fired it up and drove straight on the driveway onto the road. The next thing i knew he went full throttle up the road to the school about 1/8 mile away. He turned around in the parking lot and pulled back on the road and stopped. He launched it from a stop which resulted in a tire spinning sideways pass then let off and drove normal back to my yard. Carb works just fine thank you. Me I wouldnt have the nerve to drive out there. Sure was fun to watch though! |
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| Author: | 66aCUDA [ Mon Aug 24, 2009 5:19 am ] |
| Post subject: | |
And you without your video camera !!!!! Im glad I live out in the sticks, Frank |
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| Author: | Dolmetsch [ Mon Aug 24, 2009 5:31 am ] |
| Post subject: | sticks |
I am glad i do too Frank. I had no idea he would even do that so I was unprepared but on the bright side there is no evidence to get me in trouble either. |
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| Author: | bobw [ Mon Aug 24, 2009 6:50 pm ] |
| Post subject: | |
Don, Sounds like you are getting things sorted out nicely. I don't know what an Eddy carb is?? Tell me about your transmission. I'm pretty sure I'm going to take the stick out of my HA/GR dragster and use a 904. Not sure how much modification is needed in a 250HP, 1,400lb car. Any advice will be appreciated. Thanks again for all the info you provided some months ago on another site. Bob |
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| Author: | Dolmetsch [ Tue Aug 25, 2009 4:57 am ] |
| Post subject: | |
An Eddy carb is an Edelbrock which is basically a redesigned Carter AFB. My 750 is really technically too big for this engine but I have it working so well i am going to leave it for now. Double the cubes to get cfm works well although with a six you need to pretend it is a V8 so with a 225 for instance divide by 6 to get the number of cubes for 1 cyl and then multiply by eight to get what it would have been in a V8 then double the cubes to get approx CFm for ideal power (You can also actualy figure out the CFM (for the 8 cyl figure)and i did for years but came up with this method since both methods will give the same size carb. The trans. I currently run my dragster in drive and let it shift itself. I use a replacement lawn mower throttle cable set up to control the kickdown lever. When I pull the trans to redo it I will remachine the govenor to get a higher shift point. I made one for my MAX wedge car and it shifts on its own at approx 5800 RPM which is ideal. When I do my trans I make sure drum clearances are towards the high side of the spec. For instance iF the spec is .050" to .110" I want it not less than .090" and would be happy at just over .100" I machine the reaction plate in my lathe to let it sit through the snap ring enouf to get the right clearance. In a high power V8 application I add clutch plates and machine accordingly but I dont think at 6 cyl power levels that is necessary. One thing that is critical is the small thrust washer which seperates the two shafts inthe approx centre of the trans. Stock it is a fiber washer . There is a brass one available . Sometimes you have to buy the one with the funny shaped hole and file it round but it is the failure point in the trans. The fiber cant stand the racing abuse too well. I am using a Mopar econo converter of 2500 stall or the highest stall offered in these converters by Mopar performance. DO not be fooled by the chart. their wildest econ converter is still quite tame. Ideally a converter from the master his self Frank Lupo Dynamic converters would be money well spent. I have seen his converter cut a full second of the et in a six cyl Ford altered. This is for me just a fun project so i didnt ask him for one yet but I probably will. You can trust him to give you the very best. The stall might seem high to you but his dont slip any more than stock after coupling and drive like a normal stock converter till asked to launch against the brakes. They are faster than the competitors believe it or not. Significantly faster. I put a transco restrictor in the high clutch passage. Available from transco in their torquefight shift improver kit. That prevents overlap on the 2/3 shift which is the torqueflights biggest problem . Since it uses the same pressure to remove second gear band as it does to apply thrid gear clutch (High clutch ) both can be on at the same time at high RPM and it is hard on both. The restrictor slows the application of the high clutch just a millisecond so the 2nd gear band can let go in time. I also use synthetic trans fluid exclusively . It totally eliminates trans wear especially the sealling rings on the high clutch support which is part of the front pump assembly. I adjust bands to 1/4 " clearance (not the so may turns thing that the service manula recommends.) If you run a stock type valve body (Not a manual reverse valve body) do not run at all without the kickdown lever being hooked to something. Some tie it back full on or i use a throttle cable to conrtol shift points. but to leave it free is to gaurantee trans failure. I personally leave the accumlator spring in the trans as it cushions the shock of shifting and extends the life of the trans. I also do not use brass screen filter but use a stock filter. I want to protect my trans and valve body. I now have it down to the point where I can abuse my trans for years even in my V8 cars with high power and not have any worrys. Hope this helps. |
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| Author: | 66aCUDA [ Tue Aug 25, 2009 6:02 am ] |
| Post subject: | |
Quote: I'm pretty sure I'm going to take the stick out of my HA/GR dragster and use a 904. I was reading the rules on the HAMB site and it looked like you could not use an AUTO trans according to there rules. I have an FED that I wanted to race in the HA/GR classes as well as the slant six points series. Did they changes the rules? Don I like your cubes to carbs ratio. Is there a formula to use when supercharging? Are you going to try and make Kearney race next year? I hope to have the FED ready to race before then. Frank |
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| Author: | bobw [ Tue Aug 25, 2009 7:23 am ] |
| Post subject: | |
Don, Thanks for the trans information. It will be very helpful. I had never heard the term Eddy for Edelbrock carbs. 'Course, I'm only 68 so I have lots to learn yet. Frank, You are right about the HA/GR rules requiring a stick transmission. There is another group, SDRA out of Tulsa that has almost the same rules but allows automatics. Since I'm stuck up here in Minnesota, and because the bracelet around my ankle won't let me leave the 5 county Mosquito Control District, I might never run against another HA/GR or SDRA car. So, I fell free to alter it to suit my circumstances. Around here I'll race as just another bracket car. Just kidding about the house arrest bracelet. |
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| Author: | Dolmetsch [ Tue Aug 25, 2009 9:44 am ] |
| Post subject: | rules |
To heck with the rules! Tis a silly rule anyway. Back in the day we would love it if the competition ran a auto. I, like you, run mine in brackets for fun. Actually I like test and tune nights the best. A manual trans clutch and flywheel adds a bunch of safety problems that can be very difficult to deal with on some of the ancient engines to comply with normal safety rules at a regular track. I personally believe that rule alone is holding back the popularity of these cars. I built this before I knew about Hamb so I feel no guilt. (I dont have a hand crank to start it either.) There is a bit of interest here about building a few others , maybe a Ford a Chev and even a AMC so we could all play together. . I dont travel to race anymore. I guess I should but a quick Sat night trip to the local test and tune at Shannonville keeps me happy. BTW the trans question was timely. I built the car wth a used trans the guy gave me when i got back my old engne. I am removing today for a brass thrust washer and a quick overhaul. |
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| Author: | Dolmetsch [ Tue Aug 25, 2009 9:46 am ] |
| Post subject: | carb size |
Basically you need to figure out how much air the blower is pumping and size accordingly with a slight margin of error topside. |
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| Author: | Dolmetsch [ Thu Sep 03, 2009 7:29 pm ] |
| Post subject: | Back to the track |
I am working today puting the finishing touches on my trans freshening. I hope to have the trans sitting in the car by Sat. Then it is just a matter of screwing the screws back in and we are ready for the next race at Shannonville. Don New carb set up is at the bottom of this page http://seniordragster.bravehost.com/mycar.html |
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| Author: | Dolmetsch [ Sat Sep 19, 2009 8:42 pm ] |
| Post subject: | Race test and Tune. |
I went to test and tune tonite. new set up has huge power but is peaky power. Trans kept shifting too early and I found myself at low engine speed trying to pull in 3rd gear. I am going to have to learn to shift it manually but I can not loook to do it so I am traing everyday now in the seat shifting it So it will be autmatic for me. Last burnout was a long smoky tire frying deal which almost scared me . But at about the 10 foot mark I was already shifted and engine speed was too slow for the cam. I am going to have to think this through. Still I ad a ball. The track manager loves thecar. the peole seem to enjoy it. I had 4 old froends help me. Three have alky REDs (2 which are supercharged)and the other a 64 Chevelle Nostalgia gasser. It was also the fIrst pass of any car wearing the decals of or newly formed local Ontario Nostagia Group. Glory Days Nostalgia Drag Racers. This group was formed for those of use east of Toronto as we are often too far from ONDR meets for out working class pocket books. And we are too far for them to come here on a regular basis although they do make it once a year.. |
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| Author: | daniel_depetro [ Sat Dec 12, 2009 5:15 pm ] |
| Post subject: | |
I take it this is the car that was featured in the "viewers projects" on Stacey Davids GEARZ TV show I watched earlier?? |
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| Author: | Dolmetsch [ Sun Sep 12, 2010 6:15 pm ] |
| Post subject: | |
YEp i sent it to him when he was between shows. After the gearz started his producer asked for specfic photos. It was a year before it was on. They did send me a heads up though. Don |
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| Author: | Dolmetsch [ Sat Oct 09, 2010 2:57 pm ] |
| Post subject: | |
I just returned from Shannonville Drags. It is the last race weekend of the year for us. Car ran well. After a shakedown pass to clean the "trailerdust" out I pulled right in for a serious pass. Car ran a 7.651 in the 1/8. (No 1/4mile today) Short time was 1.648. I had figured the car may eventually run around a 1.52 but I didnt expect 1.6s today. The next pass it left so hard it hurt me, front wheels were way up for this car. It caught me off guard too but still a short time (60 footers) in the 1.6s . I pay a lot of attention to my 60 footers as you can see. In eliminations I left a bit early so I got to go home early as well. I am stoked though. I achieved my goals for this year and then some. I still have lots left to try for next year. Don |
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