cjd1963
Well-Known Member
All of my other cars have passed...If that's your brake line on the firewall, it won't pass a real NHRA technical inspection
All of my other cars have passed...If that's your brake line on the firewall, it won't pass a real NHRA technical inspection
If that's your brake line on the firewall, it won't pass a real NHRA technical inspection
Looks great!
Glad you got to make a few hits.
Do you know the cam specs?
Did you happen to check to see what the flash stall speed was?
This engine/cam combo was built by Brad van Lant for one of his customers. I bought the car from him last year with only break in time on the engine, 0 runs on it. It is a hydrulic cam with stock lift from the factory. I believe the stock comp. for this engine is 10:1. Can't answer the other questions since I'm not an engine builder, sorry.If those “advertised” duration(.020) specs are correct, that’s a bunch of seat timing for the .050 numbers.
I suspect that 305 number actually happens at something other than .020”(probably more like .006”).
Any idea what the V/P situation is?
Have you done a cranking pressure test?
If built to spec, do you know what the CR would be?
Sorry for all the questions.
Edit- I found what I’m pretty sure are the lobes used on your cam in the Bullet lobe catalog.
Looks like they’re in the “hydraulic” listings, so those 305/309 numbers “should be” at .006”.
Not that that changes anything……it’s more just curiosity on my part.
Can't answer the other questions since I'm not an engine builder, sorry.
Talked to Ben a few years ago at the Jegs speed week, very cool guy. Hope I am still racing when I'm 82. The FS/D Challenger would be fun to, but I understand being too damn busy. Never enough time in the day.I'd live to take my shot at a stocker engine build. But the cost is prohibitive. I talked to Ben Wenzel this weekend about his 67 Z28 engine. His engines have ranged from 10.27- 10.70 in D/S. The funny thing was the engine he has with a Dart block is slower than the factory Chevy block. We both thought the Dart would seal better and be quicker. Then again he isn't the machineist. So it could've been honed inproperly. He ran 10.4x at Milan this past weekend. Really cool guy. Bought the car new. He's 82 still banging the 4 speed. I wonder if I could convince him to take over as the driver when he's ready? I have an offer to drive a FS/D late model Challenger. Bur I have to assemble the engine. It's a proven piece that runs over 1.0 under. To damn busy right now. Or I have to park my Belvedere.
Doug
This is all true, I've been racing a stocker off and on since about 2006. Not looking to win class at Indy or set any records. If my car runs 3 to 5 tenths under the index I'm satsfied. The car can still be bracket raced although I don't do it that often. Surprisingly the engine in this car was just under $11,000 and my 318 stocker engine in the 79 Aspen was just over $8000. That's with 4 dyno pulls included on each engine. I mainly race with the Buckeye S/SS group and other S/SS groups and occasional Divisional or NHRA open events. These races I just mentioned (divisional and open) are cost prohibitive in my opinion because of the entry fees and racing for the same purse or even less than the S/SS groups and being subjected randomly to having to tear down when it's 90 degrees out and me turning 70 this year. All about having a good time and seeing friends and making new ones. Thanks and I appreciate your input, Craig.While stocker racing is fun and interesting, a real good competitive engine build is cost prohibitive. After chasing that carrot for over 35 years I finally cashed-in, sold my stocker and am building an s/s car as it's actually cheaper in the long run! Most stock eliminator engines are often running on the ragged edge in order to be competitive, but that all depends on the class you're running, how serious you are and how deep your pockets are. Every time I dipped into my pockets, all I came up with was lint! Good luck on your venture, school's in...wb