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38flattie
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« Reply #180 on: February 21, 2011, 11:11:26 AM » |
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Thanks for the advice, Gary!
As you can see in the pic, I have about 2" clearance. That is a 2.5" piece of square tubing. The oil pan has more clearance, and still needs to be made shallower.
I had to use a Ford FE bellhousing, so it fits differently than the factory bellhousing
Is 2" enough at the bellhousing?
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Peter Jack
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« Reply #181 on: February 21, 2011, 02:13:45 PM » |
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In oval track racing we've been known to trim the bottom of the bellhousing flange flat to obtain extra clearance.
Pete
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My avatar shows Tok, a 100# Alaskan Malamute.
He's the one who runs everything around here.
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Rex Schimmer
Hero Member
 Online
Age: 70
Location: Fulton, CA
Posts: 1475
Only time and money prevent completion!
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« Reply #182 on: February 21, 2011, 03:34:35 PM » |
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I agree with Pete, wack of the bottom of the adapter flange, you have plenty of bolts and if you are going to dry sump the engine I would make the pan as flat as possible, all of this allows you to run the car closer to the ground which in a car like yours helps the aero. I know that you have pretty much got the engine in place and this is your build and I am just a "kibezer" but I would raise the motor until nothing hangs below the frame rails and then lower the car until the frame rails are about 2 inches of the ground. The idea is to keep as much air as possible from going under the car and the air that does should see as much flat surface, i.e. oil pan, bell housing, cross members etc as possible. Having things like cross members hanging down in the wind only cause drag which requires hp to over come. Don't let the loading and unloading of the car from the trailer be the deciding factor on how you make the bottom of the car low and slick.
Rex
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Rex
Not much matters and the rest doesn't matter at all.
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38flattie
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« Reply #183 on: February 22, 2011, 12:08:50 PM » |
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Peter, Rex, I like the idea of trimming the adapter and bellhousing flange. I had forgotten that we used to do that on roundy rounders!
Rex, I agree that sitting the engine, so that the lowest part is between the frame rails would be optimum. I don't, however, like the high center of gravity of the engine, when it sits that way. Remember, this is why I gave up the Coupe class, and went with the setback. In Comp Coupe, there will be a bellypan, so that should help some.
Maybe I'm being over cautious, having never ran on the salt. I'm trying to avoid spinning, and if I do, I want the CG as low as possible. It is entirely possible/probable, that after running this year, I will rethink this whole setup, and do as you suggest next year!
Please keep the suggestions and critiques coming, as they are very helpful!
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38flattie
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« Reply #184 on: February 23, 2011, 09:10:39 PM » |
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The cam blanks came today! There are no blanks available, save having custom billet ones made. I looked for two years, calling every cam maker I could find. Finally, I had Joe Paneck at Roto-Faze make two for me.
Instead of a Caddy snout, it has a BBC snout, to fit the Donovan gear drive.
A stock cam has .334 lift. We'll use this cam for .525 lift, and 280 duration
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« Last Edit: February 23, 2011, 09:19:27 PM by 38flattie »
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Buickguy3
Sr. Member
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Age: 68
Location: Columbus,Mt.
Posts: 478
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« Reply #185 on: February 23, 2011, 09:26:50 PM » |
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Hmmm! Wonder if thet'd be interested in doing a straight 8 Buick blank?  |
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I keep going faster and faster and I don't know why. All I have to do is live and die.
[America]
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38flattie
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« Reply #186 on: February 23, 2011, 09:33:08 PM » |
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Hmmm! Wonder if thet'd be interested in doing a straight 8 Buick blank? PM sent with Joe's contact info. |
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« Last Edit: February 23, 2011, 10:12:30 PM by 38flattie »
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RichFox
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« Reply #187 on: February 23, 2011, 09:40:33 PM » |
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Hmmm! Wonder if thet'd be interested in doing a straight 8 Buick blank? Joe don't care. Give him a call. |
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Milwaukee Midget
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Posts: 3173
If in doubt, it probably IS a mistake.
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« Reply #188 on: February 23, 2011, 10:17:21 PM » |
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What does the other side of the head look like??
Rex
I would pass as well, gotta keep at least ONE ace up yer sleeve  Well, there's clearly two routs about .525 deep. Now if we can get a good look at the pistons, we might be able to figure it out. Rex, Tman, I don't think I want to play poker with this guy . . . . |
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"Information - we want - information"
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38flattie
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« Reply #189 on: February 23, 2011, 10:45:31 PM » |
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What does the other side of the head look like??
Rex
I would pass as well, gotta keep at least ONE ace up yer sleeve Well, there's clearly two routs about .525 deep. Now if we can get a good look at the pistons, we might be able to figure it out. Rex, Tman, I don't think I want to play poker with this guy . . . . Haha! All will be revealed, just not yet... I will show you something I'm working on for a 324 CID engine. Call it phase 2... |
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« Last Edit: February 23, 2011, 11:18:42 PM by 38flattie »
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Dr Goggles
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« Reply #190 on: February 24, 2011, 12:11:23 AM » |
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Is 2" enough at the bellhousing?
I'm thinking a skid plate wouldn't be a bad idea......it's not unheard of to get a bit of air here and there (  )and even if all four wheels stay on the deck any bumps are exagerated by the speed.....with limited suspension that means bottoming out pretty hard, something smooth is better than an abrupt edge that might plow the salt or worse still upset the car................................ Great build by the way. |
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jimmy six
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« Reply #191 on: February 24, 2011, 12:48:24 AM » |
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I would definately be careful with a skid pad......ANYTHING considered "aero" in gas coupe especially in vintage could cause a problem in impounds.........Good Luck
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First GMC 6 powered Fuel roadster over 200, with 2 red hats. Pit crew for Patrick Tone's Super Stock #49 Camaro
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desotoman
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« Reply #192 on: February 24, 2011, 01:33:43 AM » |
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How small is the base circle going to be on the cam with .525 lift? What is the minor diameter of the camshaft?
Tom G.
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"Got'Cha" was first run in 1974. Bill Temple entered both 2 clubs in 1976 with records in AA/BGR. At El Mirage 201.79 and Bonneville at 220.
In 1977 Greg Temple started driving "Got'Cha" and entered the El Mirage Dirty 2 club in 1979 @ 201.97. Greg went on to set two records at Bonneville, one in 1981 at 241.848, then in 1991 he set another record at 262.230
Bill and Greg were the first father and son to enter the El Mirage Dirty 2 club. They broke the D/BFR at Bonneville in 1981 @ 241 with top speed of 249. This record still stands today. In 1991 they set the A/BFR @ 262 which was later broke by Duane McKinney.
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SPARKY
Global Moderator
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Age: 70
Location: Phoenix
Posts: 3635
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« Reply #193 on: February 24, 2011, 08:36:52 AM » |
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Guys, It looks to me like "the price of poker" in this game is going way UP |
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« Last Edit: February 24, 2011, 08:39:31 AM by SPARKY »
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WORDS to build by!
"--virtually the entire success of a turbo/engine system lies in thermal managemant."
Corky Bell MAXIMUM BOOST
" I am a firm believer in the people. If given the truth, they can be depended upon to meet any national crisis. The great point is to bring them the real facts." A. Lincoln
agendadocumentary.com
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LittleLiner
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« Reply #194 on: February 24, 2011, 08:49:45 AM » |
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. . . . The Flatcad that ran in the early '50's.
"The car was the DuNah-Goldman entry from Pasadena. It had a 347" '36 Cad for power. It ran 133.130 mph in '50 and 133.729 mph in '51 at the salt. It also ran 143.31 at the lakes in '50. This car was a '28-29 roadster body with a belly pan and race car nose without a grill opening. A picture of it can be found on the ahrf.com website, key number GGC_167."
The website is download protected, but I'm trying to get a picture of the car, from Jim Miller. . . . . . I was able to pull a copy of the photo you mentioned. Quality might be a bit low because of the duplicating process I had to use. Anyway, is this the car you mentioned?  |
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ECTA H/BFSS Maxton Record Holder (Sep 2008)
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