the black series 7 RX7 with the 20b PP apparantly run low 10 passes back to back recently so i was told by Captain. He also was the one who told me about the other chook cookers making an appearance in all motor.
ACCEPT THAT SOME DAYS YOU ARE THE PIDGEON AND SOME DAYS YOU ARE THE STATUE
The car that ran 10.1 is owned by Craig Wasson, original owner of MR12A, the fastest 12A in the country. He is a Mazsport customer. The car will run into the 9's with a few more passes under its belt (probably at Jambo).
There is also the blue Honda S600 of Colin Beiber that has had the 13BPP replaced with a 20BPP. He is a Maztech customer and they are looking for low 9's. The car is way under weight for any record setting purposes (like 150kg).
Along with those 2 is Sam's black 20BPP RX7 and another 20BPP in a green RX2. So that makes 4 20B's.
On the Honda front the Online guys and Hi-Comp (us) will not be there. There are a couple of others that may sneak into the 11's.
Good luck to you guys against the rotars. (I will be supporting a rotary guy this time).
dangerous wrote:Have a tranny and engine to do before the Test and Tune next Thursday.
Plan is to just get the rust off(driver) in prep for Jamboree on 23/24th of Aug.
Went up to the test and tune to get back into the swing of things.
It had been 5 1/2 months since my last confession,
oops I mean my last run.
Nothing great but at least I got the new clutch bedded in,
and the rust worn from the bores:
13.573@114.36... thats what happens when you try to use 3rd and 4th gear to take off!
11.329@118.02....clutch slipped off the line and over reved in 1st gear.
11.385@116.13...crooked launch but otherwise clean (I had richened it up to account for the -350ft air, but it went slower, good 60-fot at 1.539).
Lost the plot a bit with the tune, and it was getting a bit slick on the start line so came home.
But it was good to go out and cane the car.
Well the Jamboree two day event has been run and....WON!
As reported in another post, the clutch ring sheared off after the first burnout in qualiying,
so with help from Stanley, we welded it back on with his tig, and made it back to the track in time
to re-assemble everything and do a 'one-and-only' qualifyer at
11.31@117.59
In racing on an 11.29 dial in I ran:
11.30@116.85
11.30@118.14
11.59@ back off 90mph
11.73@back off 87mph to win the final.(0.411 reaction time)
Car weighed 1785 lbs after the last run.
(this is 811kg with me in the car).
Sixty foot times were:
1.51
1.52
1.54
1.44
1.53
Best ever sixty foot in the car was the 1.44,
and best 1/8 mile time on the day was 7.01 and 96.53mph.
(best ever in the past was 6.98@97.7 so pretty close).
This win put me second for the series championship points.
Here is the cheque for that:
The car was consistent but a bit slow considering the great track and weather conditions.
There was however, an annoying exhaust 'popping sound' that I could not get rid of,
until the engine was warm.
I had decided that this lack of power was due to the good air, making the engine just a bit to lean,
and with the next richer jet being 'too rich', I left it alone.
But when unloading the car on Monday morning the number two cylinder
had a considerable combustion leak between it and the head.
Once this warmed up, the 'popping' from the exhaust was reduced,
but certainly a cause for the lack of power.
Perhaps I should have not left it solong before a head re-tension.
92 runs.
Here is where it was leaking.
It took a 0.015 thou cut to clean up this surface.
Other than this minor problem everything else looks 'tip top',
so before making any cuts on the head,
I checked the piston to valve clearance and worked out I could take as much as .020thou ,
and still be safe.(if I needed to).
While the heads were off the springs were checked,(only one needed a shim),
and and a little more blending was done in the ports where the guides stick through.
As per 'tear drop theory' it is better to have a rounded face 'in the breeze' than a knife edge,
(makes sense), so I did these mods before washing everything for final assembly.
Should be running so strong for Warwick Dave.
Is this pretty much this combo at the top of its performance?
You certainly seem to have covered every angle meticulously.
There are plenty of areas for improvement with this engine,
particularly in the tuning area,
but I have to try and "hasten slowly"
and keep consistency and reliability in mind,
to coincide with the race events that I plan to run.
ie
Warwick
Portland,
Jamboree 19.
dangerous wrote:There are plenty of areas for improvement with this engine,
particularly in the tuning area,
but I have to try and "hasten slowly"
and keep consistency and reliability in mind,
to coincide with the race events that I plan to run.
ie
Warwick
Portland,
Jamboree 19.
Love your beetle Dave. It is a credit to your preparation the consistency. I was talking to Peter Beattie (no not the premier) the other day and he was reliving old times when he leaned on your expertise in setting up his 4.0l cortina with the methanol injection. Unfortunately he never continued with taking it to the track because he could see the $ running away.
I decided to build a whole new gearbox this year for the Warwick 1/8th mile.
This way I can keep my 1/4mile box as a spare for events like Warwick and Portland.
There were some minor issues with the shift quality at the Jamboree.
Here you can('t) see the bush in the floor pan.
I know I had replaced it at some point in the past,
but I guess it needs another....1992 may be?
I had forgotten how much work it is to build a fresh one of these bus trannys for dragrace.
I am up to 40 hours so far, and still have not begun final assembly.
It will be based on a 2lt case, and replaced the bolts with studs.
Diff ratio is 5.42857,
and ratios will be:
1st : 3.3000
2nd :2.0588
3rd : 1.579
4th 1.2174
The other end of the pinion will have this "Pablo" thrust shim arrangement.
It is fitted between 4th gear on the pinion half,
and is located in a recess that I machined in the intermediate housing.
(note oil return hole spooned around shims).
It is set at .003" clearance between the shims.
I should mention that the intermediate housing is a cast aluminium version from Morris Race Engines in the USA.
It is very similar to the original Bergs housing,
and every bit as good quality.
Solid spacer is required between 3rd and 4th on the pinion.
It's length is a tight fit to assist and maintain the end clearance of the 'Pablo' shim system.
I made it from 4140 solid bar.
Here is the FTC mainshaft, and early metal caged bearing for third gear.
I bought this from Bergs as old stock when the dollar was good.
It will get a hardened key also.
The ERCO third:
This overall 3rd ratio is very close to the stock 1500 beetle second gear ratio.
I will have to be 'on the ball' with the shifting!
Hubs have oil holes added:
Straight cut 4th gear.
1.2174 ratio combined with 5.42857 diff ratio will equate to 8540rpm a 100 mph.
