Making Test Passes At Eddyville Dragway With New Rollout
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- Опубліковано 3 лис 2024
- Since my lights haven’t been great we got the car some more rollout so we went to Eddyville to make some test passes to see how much it helped.
#bracketracing #racecar #dragracing #plymouth #duster #smallblock #rollout #eddyville
Sweet!!
Engine sounds really good. The trans sounds like it’s shifting in the right zones. 👍
Everything is running great! Just trying to get my spot on the tree and we’ll be even better!
Hey, you had fun and the car is running good!
Went there for data and we learned a lot
I loved racing at Eddyville. You are pitted almost directly across from the spot we rented for 5, maybe 6 years. Were you intentionally lowering the stall rpm on the line each pass?
We were intentionally lowering launch rpm to slow reaction. Too low we stumbled. Works well at 1500. It’s a cool 1/8th mile track. I think they run it pretty well. Too bad the car count was so low.
Your so close to having that car perfect.....say 3 lbs out of the front tires
The fronts are already super low, being able to get a taller tire in general would help a ton. Just have to find the right combination
What's super low?
22-23psi I believe
You can go to 16 you won't notice...I doubt you run much more in the rear tire or the front slicks on the fiesta
@jcnewbie3361 it doesn’t hurt to try. End goal is a 28” tire in the front but just gotta get thru this year
taller front tires are defiantly a move in the right direction, bracket racing is all about consistency "in everything" especially foot braking. the un-seen can become very difficult to dial in ie humidity-air density-water grains, temp-tack surface temp etc. i have notebooks full of each run i ever made with all that written next to the time slip, something that has also made it harder to zero in on reaction times are the LED light bulbs, when they first came out, it took more than a full season for me to get the timing right, the old lights you could time easily, there were stages of the light bulb (Off - coming on - on - going off - Off) depending on tire pres, track temp, debris on the surface, track prep, for my 69 Road Runner (10.50 car) "going off" would produce consistent 020 to 040 r/t My 70 Challenger (11.20 to 11.40) full weight street car thru mufflers, i launch the same way but added Cal Tracs and get the same 020 to 040 r/t .- i had been racing for a couple decades with the incandescent lights which were easy to time, LEDs are just "On - Off"
I don't know your engine set up ie cid-compression-valve size-cam-port volume-carb cfm-header size, etc or what gear your running, but i did notice your converter flashes to about 4700 and the shift points are a little short, both small block and big block Mopars in this type of configuration like to be shifted @ 6000-6200 for best ETs.
Regardless of having a 727 or a 904, always start your burn out in 2nd gear and feather off at the end (don't let the tires chirp) "damage to Trans" also - they don't pump in park, so for 40 years i always put them in neutral to start engine "wear" need a good safety switch
On Dusters - Demons - DartSports the factory wheel well will take a 28.0 X 10 if the wheel is backspaced correctly, any taller requires cutting or relocation inboard, that is the tire you need to run with your current configuration.
the ass end seems a little stiff, "not much weight transfer - Super Stock springs? might want to try using a little of the stahl and try launching at 2200 to 2500...
40+ years racing Mopars, any questions ? more than happy to help...
Aint that the truth about LED bulbs. The incandescent bulbs were a lot easier to find your spot. When everyone switched to LED bulbs, it really screwed me up for a whole year.
Lots of good information, appreciate that.
Our 727 was built in the early 90’s stock valve body transgo stage 2 kit. Shifts at 5500 in drive. 6300 thru the traps. For consistency we let it do its thing.
Sportsman class is 11.60 and slower foot brake. We dial in the 11.70’s to 11.80’s depending on weather. 9.8cr 408 small block, ported eddy heads isky .505 hyd cam. SS springs.
We log every pass including weather and can dial on the money most times.
We launch low rpm to slow the reaction time of the car to not redlight. Also we almost always have to chase a 14 sec or slower car so sitting on the converter is rough on it. We 60’ 1.54 to 1.58 depending on conditions. 26” tire 3.91 gear. Moving to a 28” front and rear next year.
The old man ran the car from 98 to 2003 and it sat till 4 years ago when Ricky started running it full time. Again, really appreciate the input.
@@jerayracing seems as I remember small block A bodies track spec being a 9X28 on a 4.10 into the 11s and then 4.30 on the same tire into the 10s with minimum 50% weight distribution, they use the same # of pinion teeth - but 2 teeth different on the ring. are you running a 489 - 742 or dana?
I never ran past the 12s with an automatic valve body, just always installed a manual for the positive shift, and to take the governor out of the equation, i do remember people saying if it was left auto - to use the 5.0 ratio band lever which was added to the hemi trans back in the day for racing -
489 case with a suregrip 2.9 ratio lever. 48%rear weight, car weighs 2960lbs. 275 50 15 Hoosier drag radial. Working on consistency with the lights. Maybe another year of sportsman then new combo to go quicker.
@@jerayracing that weight is awesome... 489 case, i think i have about 9 or 10 of them around here and a couple of my 1960s prized Dana Trac Loks for them,
I worked in a Speed Shop building Top Fuel - Alcohol funny cars and pro stocks, so I met a lot of old Heros, but because i ran my little street cars, the info I got from Super Stock Racers was important to me, people like Al Eckstrand (The Lawman) Lawrence Rountree (Deputy Dodge) and the awesome Dan Dvorak.
40 years ago, working in a machine shop - i had finally got the parts together to build my first engine to play at the track, I quickly learned the do's and don'ts with suspension, trans and definitely rear ends, I loved the 8 3/4 for the ease of changing gear sets, but to never use the 740 and 741, the 742 worked but everyone bragged on the 489 - never had an issue, 8 years later i restored my 69 Road Runner, 2 years later I decided to build a serious engine for it, using the just released Indy 440-1 heads, after Ken Lazzari (Indy Cylinder Head) called me and told me to get rid of my 63 Max Wedge stuff.
The new engine i built was a mild 800hp, built the trans to handle it, and took one of my 489s and Trac Loks, threw a 4.30 gear on and put 29.5 X 10.5s on it welded in sub-frame connectors, welded up my torque boxes, put a full bar in it and went racing, If i wasn't on the road working national events, I was racing my car.. about two years later - BANG ! the rear end breaks and the over speed tore the sprag (a Bolt in) right out of the trans, while building a new rear and trans - kept trying to figure out what happened - sometimes looking at the 3rd member for hours thinking, did i build it wrong - is the engine too much - is it the 3750# car weight ??? So, I get the car back together, the only change is I added Cal Tracs - a few years later in 2002, at a Big event, dialed in @ 10 something... right at the 1000' Boooom ! it felt like i ran over an elephant and was spinning at 126 mph according to the speed trap, between two cement walls... It took me 2 years to restore that thing, I really thought it was a goner, luckily it never touched the wall.
the rear end broke again but, this time - the drive shaft got pretzeled, it literally broke the trans in half, and the yoke on the third member actually went thru the floorboard... a little bit later I was talking to Lawrence, he had opened the Atlanta Connection which later became The Moparts Connection (he sold about 14 yrs ago) when Dan came up and was looking at the car after we got it on the trailer and says "742 or 489?" I said 489 - Dan asked when was it last built? I told him about 4 years ago - his reaction was as if someone behind him stuck a sewing needle in his ass, now - Dan has always run the 489 for 40+ years but... He rebuilds them 2 or 3 times a season - here is where the problem is, the 742 has a straight pinion - the 489 is tapered and uses the crush sleeve, every time you launch the pinion is trying to move and starts deforming the crush sleeve, well - after 100 or 200 launches, at some point it will start to woller itself and loosen the sleeve until the pinion is sloppy enough to catch on the ring and break, so Dan says to Lawrence, isn't that new sleeve kit available for the 489? Lawrence says yep, and i ordered one on the spot, you take the crush sleeve out and put a spacer in so it it like the 742 - Great !
I bought that to put in My street car and did, so i run the Challenger which is a 93 octane 3650# car on a 4.10 and 29.5 ET Radials - thru the mufflers runs 11.20 to 11.40 depending on air, several yrs later in October 2010, I decide to see what the car will run without mufflers, so i dropped the pipes and ran a couple 11-0s, cool - made a couple adjustments and run a 10.90, even better... make a couple more adjustments and went to run it, burn out was fine, went to launch - the front starts to pick up, can tell its going to be a good 60' then... weeeeen, sounded like an RM80 wound out in first gear, front end comes down, and i think - F*#K... yep broke that one too, but this trans - all the special stuff i had in it, GONE - all that was salvageable was the deep pan-reverse manual valve body-my high dollar high speed anti shatter Drum-and the case.
a reminder for you - never use a third member after this happens - the case has been stressed and will just do it again, i still have 8 3/4 rears in my 68 Cuda - My 71 Demon - but my GTX - Road Runner and Challenger all have Strange 60s in them now, the cost of one covers the cost of a trans alone...