XXO/BVGC '38 Chevy Coupe Build

[38flattie]

Chris, the top of the upper ring is about .125 below the bottom of the cut (at the deepest point) – which puts it about .100 to .125 below the transfer relief. We wanted to make sure it was more than what most consider to be the minimum away from the relief floor which is .0625


Tony, dowels and a double keyway are on the list. We are looking at about 14 lbs max,for now, with 5000-5500 rpms, depending on where the dyno shows the power curve is.

[38flattie]

Here are some pictures of the front crankshaft snout support - will give you a good idea what the '4th main' is all about. The blower crank hub is extended past the blower pulley - and has a machined surface that a big roller bearing goes over. There is a big roller bearing that slides over the snout and is held in place by all the rest of the aluminum hardware, bolts, etc..

[Milwaukee Midget]

Here are some pictures of the front crankshaft snout support - will give you a good idea what the '4th main' is all about.

 

[Tman]

The front of that thing is crazy!

[38flattie]

Hi guys!
 
Well, the machine shop is done with the engine, but now so is the bank account! I just received the invoices, and it ain't pretty! There is no way for me to finish this and get it back out this year, with the additional charges. It appears that the Flatcad just wasn't supposed to see the salt this year. Everyone worked so hard, I really hoped it would come to fruition.
 
I guess it gives us something to shoot for next year, huh?
 
So, on to plan B again! I get off of work on September 22nd, and will return home and spend the weekend with the family. Then, I'll head to Ohio to gather up parts- I have them scattered in several states at the moment!
 
I'll use the long(?) winter to get the engine assembled, and tested. One of the things I want to do, prior to assembly, is get the ports on a flow bench. I'll then send the flow numbers to Dema Elgin for a cam recommendation. If our current cam falls outside if his recommended specs, I'll have him grind a new one. He's got a ton of experience with these vintage engines, so I trust his recommendation.
 
Once the engine is together, John Beck is going to put it on his engine dyno. John built the engine in the 300 mph world's fastest roadster, and several other record setting cars. He's also knows and understands mechanical injection, and has agreed to get this thing set up for us.
 
When it's all said and done, it looks like the May meet at El Mirage will be our inaugural run!
 
I addition, I have an idea on a different port design..I'll be cutting up a few blocks, and if it pans out, assembling an engine with the new set up.
 
There's a LOT to do on the car, mechanically and aerodynamically. In addition the the list I posted earlier, a dry sump for both the QC and the tranny are in order. John Kimbrough is going to try his magic on the front end, basically reshaping it from the cowl forward. I've asked him to try and make bolt on mods, so that the altered class is still an option.
 
Guys, I can't begin to express my gratitude for all the input and support!  I can't wait to see you all on the salt next year!
 

[SPARKY]

WOOW   

[Milwaukee Midget]

If it were cheap and easy, everyone would be doing it.

Take your time, get the finances straight, find out what the engine's putting out, chose your gears, and keep it between the baloons.

You know, it's been a while since I've been to Elmo . . . 

[Stan Back]

Well, Chris, I was going to encourage you to do so.  I looked up the I/GT record and was surprised to see it was 107+.  I sure wouldn't call that soft.  Of course, you'd have to be an SCTA member to compete {unless, I guess, you could get an SCTA driver to do the deed for you (hint, hint)}.

Stan

[desotoman]

Hi guys!
 
Well, the machine shop is done with the engine, but now so is the bank account!
 

Buddy,

Very understandable. If you don't do all the work yourself on these vintage motors it can cost cubic $$$$$.(Not that it doesn't anyway)  You are doing the right thing IMO. Get things sorted out and come out strong in 2012. I wish you the best.

Tom G.

[38flattie]

We can do everything ourselves, except for the engine machine work. This one cost me more than 4 times what the average machine work costs for my engines .

We still working on it, trying to get all of our 'hit' list done before next May. I learned this year, that it may seem like a long time, but isn't.

John is working on a new 'nose' for us, and needs some blackline drawings. Here is what he sent me: have a black line drawing to start with. What I need is a view from either
side, dead on from the front, and if possible straight down from the top. Not
a complete detailed drawing but rather something that gives a good view with
enough detail so that we have an idea of what the car will look like after
modification.

I'm sure he's not the only one that works this way. Where do you guys, that can't draw (like me!)
get these from?

Thanks in advance!

[Peter Jack]

Why not take photos then trace the photos and send him both the photos and the tracings. 8 1/2" x 11" photos can be printed on an ordinary printer if you don't have a photo printer. You should be able to easily extend the tracings if you're looking for a longer, sleeker nose.

Pete

[Tman]

Tracings and a light table.................dont have a light table? Then tape things up to a window and trace. Be sure to do this in the DAYTIME

[38flattie]

Thanks guys!

We need drawing a little more technical than I can trace.

Tony hooked me up with a gentleman, who is going to do the drawings for John, and discuss aero with him. Funny thing, he mentioned the air behind the tires, the same as Rex and Sparky did! I keep wanting to fix things in FRONT of the tires- guess everyone is right- I AM back asswards!

[Peter Jack]

Look at Sparky's signature line authored by Pork Pie. There's an awful lot of truth there especially because we always look at the front.

Pete

[RichFox]

In the Flatcad classes your pretty limited to the front for big changes