dangerous wrote:vwfastback wrote:Are you putting the dyno for the light frm the bik, against the wheel as well Dave?
James C.
Yes I was thinking of doing that James, but not enough engine power to turn one of those dynamos,
so a couple of AAA batteries should do the trick.
LOL... Gotta love all this hitec stuff!
All ready for the testamatune t'sarvey.(wed night)
It is very hot here today, I hope the afternoon thunderstorms stay away.
westi wrote:That's mad Alan.
see ya there.
The joy of working only 15mins away from the track
Good luck DB !
no wonder you have been quiet lately................
VOLLKOMMEN ART
nick@vollkommenart.com
Speed and Style
lookin good 👍
they're very wide wheely bars. is there a reason why they are so wide? just askin coz I was looking at some cars at Sydney drags and they had very narrow bars on em.
Hi Nick, been a bit quiet with a stomach bug that helped me lose 5kg over night, but I feel better today!
Hi Pete, yes, they are very wide apart, and this is due to them being mounted on to the suspension springplates, and the top shock mount .
On most Volksies they are on the frame horns, and V8 cars (well, front motored anyhow), have to be narrow to fit between the tyres.
I was reasonably pleased with the out come of the test and tune, but also a little frustrated.
5 runs.
Car weighed 1783lbs=810kg.
11.96@117.1 bogged start, but best yet MPH.(5100 two-step on the launch)
12.47@115.71 bogged worse and missed 2nd gear...shocker, even with 5800 on the two-step.
11.439@117.96...good fast run, just a little slow in the 60@1.60 (just launched by feel...NO two step)
Best ever speed and close to my 11.431 best with 1.54 sixty footer.
11.576@117.16 felt clean, but not that fast. Perhaps I leaned it off too much.
12.07@116.97 Richened it back up. But bogged the start real bad (doh!!!) 1.998, my 40horse was faster than that!!
My maths says it was pulling 7365 RPM in top gear at 117.96mph.
Flywheel horsepower is 228.4 at that best speed.
Gotta get rid of that big duration cam!
[ Edited on 31-1-2007 by dangerous ]
westi wrote:That's mad Alan.
Thanks to Stanley, Dak-a Tak, and RAZ34 for coming out to help.
westi wrote:That's mad Alan.
good stuff Dave,
is that the new roller?
VOLLKOMMEN ART
nick@vollkommenart.com
Speed and Style
No, same one as Warwick.
Next run will be with new roller for direct comparison.
westi wrote:That's mad Alan.
dangerous wrote:Thanks to Stanley, Dak-a Tak, and RAZ34 for coming out to help.
Davo, I should be thanking you. Talking with you Pete and Rod inspires me. I feel I'm getting more than I give from the knowledge and experience you guys have and a willing to share.
and I wanted those chips so bad....but I didn't give in Dave.....:P
Lookin' good there Dave..... Your times are pretty (consistently!) impressive given the HP your producing..... But you better lay off the chips if you looking for serious improvements!!!!
:P
dangerous wrote:No, same one as Warwick.
Next run will be with new roller for direct comparison.
That's it Dave,
waste more of your time and money doing all the R&D for all of us all !!!
Hard work, the only way to get it right.
I think some people think you put it all together and like magic it runs numbers..........
VOLLKOMMEN ART
nick@vollkommenart.com
Speed and Style
humpty wrote:But you better lay off the chips if you looking for serious improvements!!!!
:P
Yes those wheely bars and bigger CVs have put my car about 30lbs heavy.(for the class)
I lost over 30 kg in the past, and I am about 6 up on that minimum right now,(76kg)
so I am trying to lose another 10 lbs.
At this rate(lost 1kg per week since new year, I will be there by the time I race again.
A chip here or there is fine, as long as I keep up my 12km per day walk!
westi wrote:That's mad Alan.
Boostn wrote:dangerous wrote:No, same one as Warwick.
Next run will be with new roller for direct comparison.
That's it Dave,
waste more of your time and money doing all the R&D for all of us all !!!
Hard work, the only way to get it right.
I think some people think you put it all together and like magic it runs numbers..........
Yes unfortunately it takes a lot of time and effort to dial some combos in.
I have spent a lot of time and money over the last 16 years to buy some good stuff, but most of the equipment adds nothing to the speed,
only to the reliability and the repeatability.
As an example, the Pauter case is nice, expensive, and heavy,
but if I had spent those dollars on head work I would be running in the 3's by now.
But because I am in this for the long haul, (no flash-in-the-pan fame for me!),
I have chosen the 'slow and productive R&D path' to learn and document all the changes I have made.
(I have 26 exercise books full of info)
Some things work and some don't, and either way, I will want to know WHY.
What ever I find, or have found, is available to anyone for the asking. No point keeping it all to myself.
[ Edited on 3-2-2007 by dangerous ]
westi wrote:That's mad Alan.
I have a list of things I need to take care of before I run again in a month or so.
First and main thing will be to get the camshaft changed.
I am not looking for massive gains in HP here, just some of that lost ET in the first half of the track.
The last engine combo that I was running had a camshaft that was 20 degrees less (@.050")
than the current Pauter cam, and it was always faster to half track than this combo.
This new cam is about half way between the two.
This next Test & Tune will be the last opportunity to test before the Mini-Jam at the end of March.
Other things on the list are :
Sus out the brakes.
The rusty rotors off the chassis car were hopeless in the braking ability.
They were on the minimum thickness so I just wire brushed them...bad Idea...lucky the front brakes were there on a separate circuit!
I think there was more of my new pads on the OUTSIDE of the wheel after the first run.
I have to do something about the driver's seat.
In the past, I had enough 'back fat' to insulate my spine from the hard seat,
but these days, after a day's racing I end up with a lump about mid way up my back.
I am planning to shift the seat back and stick a bit of padding there.
I also have to repair the mount under the bellhousing.
I noticed that the weld had split when I unloaded the car on Thursday morning.
Some other things are a dicky power supply isolator switch, the wheely bars' sliding spring-collar is locked solid and needs 'unsticking', and some airbleed mods to my nozzle holders.
I will post some photos as I go to better explain these things.
[ Edited on 4-2-2007 by dangerous ]
westi wrote:That's mad Alan.
It never ends Dave.... Your list is as long as my ex-wife's 'to do list'..... Eternal!😢
This isolator switch is an old Bus (school, not VW) item made in England.
It is of excellent quality, made from brass, copper and bakelite, with aluminium end plates.
Good old '50s technology.
It had some built up green corrosion insde on the main contacts, so it just needed a clean-up.
It is surprising how little of that green stuff can cut the power so completetely.
It wouldn't even light up the dash lights when it was not working.
But give the swich a twiddle(technical term) and it was sweet.
This was just one of those jobs that is an annoying fault that can become a huge issue,
especially if you are strapped in the car and a faulty switch is on the OUTSIDE.
westi wrote:That's mad Alan.
Here is the back brake pad after 5 runs from new.
westi wrote:That's mad Alan.
Just checking that the cam was installed in the correct location,
and also the rod to cam clearance.
Will also have to check the journal diameter.
The new cam is quite thick between the lobes, but because this case has a 6mm cam drop,
it will fit fine, even with the big Block Chev rod journal, Pauter Blower Rods.
I plan to install the new cam centralized within the old cam position.
Pauter cam was 38/68 intake and 78/28 exhaust(286@.050" on 110 lobe centre)
Hope new to be 34/63 intake and 70/27 exhaust...or there abouts...will see how it dials up....(277@.050" on 108)
[ Edited on 4-2-2007 by dangerous ]
westi wrote:That's mad Alan.
OK, Cam is fitted and dialled in.
Lift at the valve with zero lash is .665" inlet (1.6 rocker),
and .595" exhaust (1.4 rocker).
Inlet is installed at 33/63 , and 70.5/27.5 for the exhaust.
Also checked all the bearings.
All was sweet 'til I got to #4 rod bearing.
The bearing was very shiney compared to the others.
It appears to have been run on some corrosion that had built up on the journal,
whilst the car sat still for the last 4 months since 'Warwick'.
Oh the joys of methanol fuel.
The adjacent rod journal(#1) is fed off the same oil hole in the main journal and was perfect,
leading me to believe it WAS NOT an oil supply problem.
I fixed up the spring-ends of the wheely bars also.
This was quite a mission. The Aluminium part had corroded inside the steel tube,
and I had to use a piece of tubing and a big nut to 'jack' them out.
They are supposed to slide with in the tube when the spring compresses.
All clean, lubed up and operational now.
I have also re-mounted the seat BACK about 2" to make it a bit more comfortable,
and give me some much needed seat belt length (NO not because of my belly).
Still have to stick some padding behind my spine.
Engine mount re-weld was a 5 minute job, and was due to lack of weld after trimming
excess material from under the bellhousing.
Just have to make sure the front brakes are AOK, some fresh oil in the engine,
and will be right to run again at the end of the month!
YE-HA!!
westi wrote:That's mad Alan.
I knew you were a cowboy! lol
VOLLKOMMEN ART
nick@vollkommenart.com
Speed and Style
Car is all ready now to run again on the 7th of March (T&T).
The main thing is the cam change, but the fuel system will get some minor tweaks.
I recently purchased a computer program that can calculate
my ideal intake and exhaust lengths.
As I suspected mine are way wrong.
Looks like I have a new exhaust system in my future?
It should be an interesting project being that it will need much shorter primary pipes,
and I have a lot of fuel system parts to work around.
westi wrote:That's mad Alan.
Oh boy.... Gotta love the constant refinement challenges.....
Last Wednesdays Test & Tune was a rainy day,
so I went up last night and had 5 more runs.
This was with the 10 degrees smaller cam from Jack Sacchetti.(277@.050" roller)
11.96@116(slow start)
11.85@116.9(another slow start, but reasonable MPH)
11.33@117.59 this was a personal best ET(I had richened the fuel system down low, but not up high)
11.484@117.47 (another reasonable run but not as good launch as previous)
I had cut the collector off a little to try...virtually no change.
11.303@118.2 !!!! Personal best!
I launched with more RPM and richened the fuel system up above 7000.
60 foot time was 1.505 and 1/8 mile was 7.157@94.5
All the increaments were personal bests.
RPM in 4th is 7380
HP maths says 229.8 with 1783lbs.
Very happy with the outcome.
Thanks to Pete for crewing for me,
and all the other Volksy Dudes that dropped buy to see us race(3 Volksies were there)
[ Edited on 14-3-2007 by dangerous ]
westi wrote:That's mad Alan.
Congrats Dave. Great to hear this news.
Reub
Hey Dave,
I think the reason you ran a personal best in the last race was the the car in the other lane pushing you so hard. I think you new it wasn't going to be easy......:P
Now you are hooked Andrew, there is no turning back!
Good to see the TAT turbo racing!
westi wrote:That's mad Alan.
Good news Dave. You will have to do it again at Mini Jam so I can see it. How did Andrew go ?
Andrew went well for his first time down the track.
17s@78mph I think, with 4 psi boost on the stock 1584cc.
Lots of room for improvement, and considering it is a stock weight '69, he is getting there!
No carb or dizzy tuning yet, and that was the first time he had given it some stick.
Col was there also, running 15.1@85 in his mega 1600.
[ Edited on 15-3-2007 by dangerous ]
westi wrote:That's mad Alan.
Nice job Dave!!! That little bit closer to that insane CRX from Online Performance.👍
ACCEPT THAT SOME DAYS YOU ARE THE PIDGEON AND SOME DAYS YOU ARE THE STATUE
Alder Outlaws VW Racing - check it out on fb!!
