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Author Topic: Breaking Wind  (Read 79270 times)
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tauruck
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« Reply #135 on: June 12, 2015, 09:45:43 AM »

The Coffey is definitely not decaf. grin

This is the real deal.

What a build!!!!!.

I love the way you work. Awesome stuff Joe. cheers
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javajoe79
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« Reply #136 on: June 12, 2015, 11:14:32 AM »

Thanks. Also I moved the chassis table AGAIN!!!  I think I am finally happy with where it is.
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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
615-210-1605

https://www.facebook.com/CoffeyFabrication
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« Reply #137 on: June 12, 2015, 05:29:35 PM »

Hi Joe

I agree What a build, do you have an idea for how many feet of tube you will have in your cage ?

The tube store must love you guys !!

G Don
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javajoe79
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« Reply #138 on: June 14, 2015, 11:42:06 AM »

 Was planning on eventually measuring but it's well over 80ft currently
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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
615-210-1605

https://www.facebook.com/CoffeyFabrication
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« Reply #139 on: July 06, 2015, 03:59:48 PM »

Incredible build guys!  Chris is one hell of a fabricator!

Darryl-  what block, crank/rods, heads/intake on the 555ci setup?

Using a Bowtie block, Callies crank, Oliver billet rods, Pro Filer 24 degree heads and a Holley intake.  two 88mm Comp Turbos.

This is the engine that I built for my friend's leaf spring Nova that we took on Drag Week in 2010. Ran it 1000 miles then he raced it on/off for a bit and I ended up buying the engine when he decided to sell the car. It ended up dipping into the 7's which is ok for a street car. since then, we switched to T&D shaft rockers from Yella-Terra stud rockers and slipped in some new bearings and rings.  Otherwise the engine has really been wonderful. Sometimes you just get a combination that works great.

One of the things that really helps out is big lifters. .904 lifters in this thing I really believe keep it alive.
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SPARKY
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« Reply #140 on: July 06, 2015, 11:24:38 PM »

 cheers
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« Reply #141 on: July 07, 2015, 05:58:59 AM »


One of the things that really helps out is big lifters. .904 lifters in this thing I really believe keep it alive.


If you are running a flat tappet cam, bigger on tappet diameter is always better.     Makes higher velocities and accelerations achievable.    Can add reliability.

 cheers
Fordboy
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« Reply #142 on: July 18, 2015, 10:00:58 AM »

Front suspension progress so far....  I have one part of the lower control arm made. The rest of the lower arm will form a basic A frame with sway bar and coilover mount tabs.  The upper mount and arm are off the shelf circle track stuff. There will be more structure added to the upper mount as well. I built a box to space the upper arm mount up higher for less camber gain and the upright is starting at 15* of caster with more or less available by adjustment. Wondering if I should build in some anti dive?







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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
615-210-1605

https://www.facebook.com/CoffeyFabrication
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« Reply #143 on: July 18, 2015, 10:33:54 AM »


 Wondering if I should build in some anti dive?


How much are you expecting the front end to "dive" under braking?    Is it enough to dramatically change the alignment?   Make the car "squirrelly" under braking?   My biggest concern would be toe change under braking.    A big difference toward toe out will make the car "wander" or "hunt".    Just what the driver does not need.    Cars at speed tend to "skate" on the salt because of the low traction.    Once it "wanders" or "skates" away from the driver, they are just a passenger . . . . . .

I, personally, would not worry about braking traction in dive on salt, the way I would for a car on pavement.     I just don't think you have the same amount of traction.

Just my 2 cents, and I am not a suspension specialist.    Perhaps some of the old hands on the board can comment in a more insightful manner.

 cheers
Fordboy
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I used to be a people person.  But people changed that relationship.

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« Reply #144 on: July 18, 2015, 10:43:53 AM »

Chute in the right place?  That is the only thing that will make you dive.... in a salt car... on pavement there are lots of variables.  Watch the Lambo spin video at the Texas mile... did it every time on braking till it rolled. That link is on this site somewhere.  You need to look at your bump steer... if it has it you don't want to see a lot of frontend movement on braking, chute deployment, of even as speed increases downforce.
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Stainless
Red Hat 228.039, 2001, 65ci, MSA Bockscar Lakester with a little N20 
MSA Bockscar Lakester #1000 my fastest mile 245 and change, 84 ci turbobusa motor... but Corey's 233 MPH H/BFL record is still 3MPH faster than mine.
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« Reply #145 on: July 18, 2015, 10:55:49 AM »


 Wondering if I should build in some anti dive?


How much are you expecting the front end to "dive" under braking?    Is it enough to dramatically change the alignment?   Make the car "squirrelly" under braking?   My biggest concern would be toe change under braking.    A big difference toward toe out will make the car "wander" or "hunt".    Just what the driver does not need.    Cars at speed tend to "skate" on the salt because of the low traction.    Once it "wanders" or "skates" away from the driver, they are just a passenger . . . . . .

I, personally, would not worry about braking traction in dive on salt, the way I would for a car on pavement.     I just don't think you have the same amount of traction.

Just my 2 cents, and I am not a suspension specialist.    Perhaps some of the old hands on the board can comment in a more insightful manner.

 cheers
Fordboy

 All good points. We are also planning on a good deal of mile racing too and at the speeds this thing should run in the mile, it will need to be using the brakes pretty hard. There will be limited traction up front from skinnies but I am more concerned about running really low and scraping the air dam at the mile in the shutdown.
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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
615-210-1605

https://www.facebook.com/CoffeyFabrication
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« Reply #146 on: July 18, 2015, 11:07:14 AM »

Chute in the right place?  That is the only thing that will make you dive.... in a salt car... on pavement there are lots of variables.  Watch the Lambo spin video at the Texas mile... did it every time on braking till it rolled. That link is on this site somewhere.  You need to look at your bump steer... if it has it you don't want to see a lot of frontend movement on braking, chute deployment, of even as speed increases downforce.

 Chute not mounted yet but will be mounted correct.

Shooting for zero bump and bump will be adjustable. I am probably over thinking this. The front spring rate will be pretty high too. The upper brackets had ant dive built into them but I machined that out. The lower mounts on this front clip have built in anti dive adjustment by shimming the rear inner A arm mount up or down. I could always raise that a bit I guess but I suppose I will set it initially with both arms parallel to the ground.
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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
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https://www.facebook.com/CoffeyFabrication
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« Reply #147 on: July 20, 2015, 06:00:04 PM »

Front lower arm is almost done on one side.







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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
615-210-1605

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« Reply #148 on: July 20, 2015, 06:02:00 PM »

Looks good, Joe.

Regards, Neil  Tucson, AZ
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Regards, Neil  Tucson, AZ
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« Reply #149 on: July 20, 2015, 06:36:04 PM »

Thanks  cheers    Almost a roller.
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Coffey Fabrication and Race Prep
313 Wilhagan Rd Nashville, TN 37217
615-210-1605

https://www.facebook.com/CoffeyFabrication
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