Recent Posts

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Introduce Yourself / Re: Introduce Yourself
« Last post by salt27 on December 11, 2019, 11:00:00 PM »
Eric, I read an article on your RZ and have put to use a few of your ideas on our RZ.
Looking forward to seeing you on the salt.   :cheers:

  Don Jackson
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Introduce Yourself / Re: Introduce Yourself
« Last post by Stainless1 on December 11, 2019, 09:21:08 PM »
welcome back  :cheers:
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Introduce Yourself / Re: Introduce Yourself
« Last post by YamaHuh? on December 11, 2019, 03:54:06 PM »
Hello, Everyone.

My name is Eric LeVine...new to this forum. Former San Diego Roadster Club / SCTA / BNI member.

I started running motorcycles at El Mirage and Bonneville in 1989 with my team called "Twist-off Racing". We held quite a few records in 350cc and 650cc classes in the 90's. All but one of those have been taken.

I still hold one record at El Mirage on a Yamaha RZ350 in the un-faired fuel class, at 146+ mph.

Parked it all in 1997.

Starting a new project. Renewing my excitement for land speed racing. Glad to be part of this unique racing community!!
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For Sale by Private Parties / Re: COMPLETE TURNKEY BONNEVILLE ROADSTER
« Last post by deepindebt on December 11, 2019, 02:31:03 PM »
Sent,Thanks
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For Sale by Private Parties / Re: COMPLETE TURNKEY BONNEVILLE ROADSTER
« Last post by jww36 on December 11, 2019, 02:03:13 PM »
My email is Redhunter1936@aol.com if you want to email me for photos.
Thanks,
John
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Bonneville General Chat / Speed Queen and Shea Racer go to Bonneville
« Last post by Old-N-Slow on December 11, 2019, 11:17:18 AM »
very now and then, I find a nice film on YouTube that calls out for wider viewing - especially by the LSR crowd........This bit is long-ish, but it kept me in my seat the whole time..........Short on deep history and numbers, but all the major players except for Dr. Allan Abbott are there.......I have nicknamed this Speed Queen and Shea Racer go to Bonneville .................

https://www.youtube.com/watch?v=CoUmgMhn2iY
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Build Diaries / Re: Team Go Dog, Go! Modified Partial Streamliners
« Last post by wobblywalrus on December 11, 2019, 11:02:26 AM »
The original OEM rev limit was 7,400 rpm when racing started in 2007.  The engine was ran near that rpm on the salt and taken apart.  Attempts were made to correct all seen problems.  That rev limit was used in subsequent years until I was confident all issues were fixed.  Then the rev limit was raised to 8,000 and the process was repeated.  This was done again with a 9,000 rpm limit in 2018.  This was the last year the engine was run and it went through many miles at 9,000 rpm.

Race tuners tell me these engines will go up to 10,500 rpm.  Folks have blown these motors to bits while doing this.  Some caution is warranted on my part.  An amateur builder, I am.

The Carillo rods recommended for the bike and sold to me in 2008 were "top loaders."  The bolt heads face up so the big end shells can be replaced when the top end is removed.  There is no need to take the engine out and to split the cases.  The rod big end shell problem was a known issue at that time, is my guess.

The staggered firing order crank used in 2018 was scrounged from a wrecked engine.  It was sent to Marine Crankshafts in Santa Anna, California for inspection and recommended modifications.  They have experience with these cranks in race use.  It was magnafluxed and deemed to be showing signs of use but still serviceable.  The journals were polished and the champhers on the oil holes were reshaped.

The big end rod bearing shells were inspected.  They were distressed.  "Too much rpm" was the verdict.  This is problematic.  More rpm is needed to be competitive.  The plan is to boost the rev limit to only 9,500 this year and see how the shells wear.  It appears that annual shell replacement will be the only viable solution to the issue.         
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Discussions on absolute land speed records / Re: Bloodhound testing
« Last post by wobblywalrus on December 11, 2019, 10:29:10 AM »
It is entirely possible to have an aerodynamically stable vehicle that is not going in the intended direction with no means to realign it.  Both stability and steering control are essential.
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Build Diaries / Re: UK Lakester build G/GL
« Last post by Lemming Motors on December 11, 2019, 10:23:33 AM »
Wayno
Thank you for the direction. I just read your entire build diary and almost missed a work call as a result, they do not understand priorities!

Stainless
Thank you. I will go look for the diary.
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Build Diaries / Re: UK Lakester build G/GL
« Last post by Stainless1 on December 11, 2019, 09:45:45 AM »
John, I would not do a through the tube attachment... IMO that creates a lever that can move your car around.  There are a lot of cars that do it that way, but we are outside attachment guys.  We have never had a problem with the tether laying at the bottom of the tube causing a problem, except that it adds several cubic inches of space requirement. 
Our design makes the chute tube structural, the old one was and Pork Pie said this one must be also, so I could not use an alloy tube.  (see build diary)
The tether has never worn or rubbed on the tube and the push bar is above the tube so no issue there either.  Our attach point is in the middle of the mass. 
Draw a line through the center of your mass in the car, the center of the motor and adjust it based on where battery and water mass is located.  This should be very close to where the chute should attach.
Here is a Pork Pie pic of our car
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