AlNyhus
Silver $$ Contributor
Just replied, Butch...my Spam catcher grabbed it so it wasn't in my 'In' box. -Al
Some race shop pics
- Thread starter AlNyhus
- Start date
Holley Carb and it's many(now)sub brands are only about 20 minutes from me. Worked with some of the guys in the tech dept that have gone on the form their own business working with carbs etc. Marvin Benoit and Scott Perkins are two of them. Not sure if Phil Vickous and Jon...forgot his last name...are still there. Phil was in tech and Jon in R&D. They always had some badass projects going in there. Oh Jon Sams was his name. Super nice guy. Al, you recognize any of those guy's names? Bowling Green, Ky is a hot rod mecca. Not like it was in the heyday of Beech Bend Raceway though. Corvettes are built there but that's not really a hotrod. Lol!
Way F'ing kewl! I remember my days of drag racing, back when 900hp on alcohol was big HP ......... today I just build race car suspension systems (and parts)
Sweet
cp generation
Silver $$ Contributor
I know some of you enjoy seeing my 'day job' stuff...here's some stuff going on now.
This one came out. It's pretty tight with the carb linkage under the lip of the wind shield...you have to jiggle the engine forward just a skosh. When it's out, there's plenty of room.
This one has been in and out during fab work. The mid plate is finally done and it and the trans is in place. Next comes the radiator and all the cooling lines for the inter cooler and the inter cooler ice tank. It's going to be tight. And of course....the new tranmission is leaking fluid from a weld in the oil pan.
Looks like it is done really well, the converter the size of a Campbells soup can is a great Billet touch.I know some of you enjoy seeing my 'day job' stuff...here's some stuff going on now.
This one came out. It's pretty tight with the carb linkage under the lip of the wind shield...you have to jiggle the engine forward just a skosh. When it's out, there's plenty of room.
This one has been in and out during fab work. The mid plate is finally done and it and the trans is in place. Next comes the radiator and all the cooling lines for the inter cooler and the inter cooler ice tank. It's going to be tight. And of course....the new tranmission is leaking fluid from a weld in the oil pan.
AlNyhus
Silver $$ Contributor
Great talents and skills right there!
AlNyhus
Silver $$ Contributor
It's a Coan bolt together billet convertor. You can easily change the sprag, back spacing, etc to get the convertor to work with track or weather. With the launch rpm at 6,500, the convertor will 'flash' to 8,800-9,100 depending on weather conditions.
cp generation
Silver $$ Contributor
I used Coan's with a lencodrive billets art did a great job for us.
I am sure that AL will give us the troubleshooting tools that indicated the condition.
My take would be that the car is equipped with a data logger for the engine as well as the chassis. As the car leaves the line, the engine logger can provide info on the air/fuel ratio to each cylinder and see somebody going a bit lean. Add the G force/acceleration to the equation. The logger probably showed the air/fuel ratio moving in the right direction (ideal ratio) as the forward G's begin to drop off.
To my simple mind, that would still be quite a stretch to make that connection. That is why you have the pro's doing this kind of work. Their minds work this way.
Next question, why not just go to a port fuel injection and not worry about liquid having to turn corners at high velocity. Assumes the rules would allow that type of fuel delivery system.
In the old days (carburated engines) the designers installed "Hot Spots" into the intake manifolds right below the carb. As the atomized fuel comes out of the carb, it hits this hot spot and fuel begins to vaporize. Air and light wt. fuel vapor turn corners into the cylinders much better than liquid at high velocities.
AlNyhus
Silver $$ Contributor
The NHRA rules for this class in Competition Eliminator mandates carbs only.
Al,
I sort of figured it was a rules sort of issue. At the level these guys are competing, if they could, they would!
Assume they have all of the data loggers for the engine and chassis?
AlNyhus
Silver $$ Contributor
Actually, even the best F.I. systems don't make the power that modern race carbs do. When the Pro Stock teams were mandated to move to EFI over carbs, there was zero power gains...even after they got sorted out. All it did was cost the teams a quarter million dollars to make the switch.
Yes....RacePak units.
jackieschmidt
Gold $$ Contributor
Al, I have been playing around with taking the Holley Multi Port Fuel injection off of my 540 and replacing it with a Dominator. The Fuel injection has a 1100 cfm air valve.(butterflies).
The carb I had on it prior to the fuel injection was a Holley 900, which everybody said was not really a 900.
I have an e-Mail sent to Bob Books with the specs of my engine, asking if he could set me up a carburetor.
What do they run, about $1600?
The carb I had on it prior to the fuel injection was a Holley 900, which everybody said was not really a 900.
I have an e-Mail sent to Bob Books with the specs of my engine, asking if he could set me up a carburetor.
What do they run, about $1600?
Acyr
Gold $$ Contributor
Always enjoy reading your stuff. Anyway, I just gave you your 10,000 like
AlNyhus
Silver $$ Contributor
Not sure if Book does street style carbs or not. Jackie. A Dominator style street carb can be a tough nut to crack. I was able to get one to work well on a 480" Mopar RB with a manual trans but it took a lot of playing around. The lack of a choke and how that affects the power valves is an issue. You can get around some of that by blocking the power valves and adjusting the jet size but that compromises the already marginal low speed circuitry on the 4500 series carbs.
Quick Fuel has a line of really good carbs that would be good choices. The big plus they offer is easily replaceable air bleeds that can really help on a street application.
No denying the Dominator look, though!
I always wanted to have the discussion of fuel metering on launch. It would seem to me that the front jets would go rich and the rear jets would go lean when the fuel is stacked against the front metering block and against the back of the rear bowl. This would happen in a high g launch and also a tail pipe bending wheel stand. When I jetted I always ran small jets in the front and larger in the rear. You dont see this on a dyno.
Infrequent Shooter
Gold $$ Contributor
I love the pics please keep them coming.
AlNyhus
Silver $$ Contributor
A few updates. It's a good thing I've got smaller hands as the hose/fitting routing gets tight in some areas. This one for the right side fuel rail has to sneak behind the blower boost dump valve (the linkage you see), between brackets, over the water pump hose and finally into the distribution 'Y'.
The 'Y' block is in the lower right on top of the fuel filter. The other hose goes to the left side fuel rail. The green taped ports on the supercharger are in the inflow (center) and return lines (outers) for the intercooler that's mounted on top of the blower. -20AN lines will go back to the right side where the water/ice tank will mount against the firewall. The small aluminum cylinder with the gold fitting is for the engine water chiller. The gold fittings are dry break connectors so you can attach them to lines from the chiller and keep the engine water at a temp that either makes the most power or actually bring the temp up a bit to manage the power better on marginal tracks.
Bob finished fabricating the tank and it should be welded up today and ready for trial fitting. It can only be 3 gal. capacity per NHRA rules. A Mezerie pump will mount to the bottom of the tank and provide the pressure side supply for the intercooler. He's a very, very talented fabricator.
The 'Y' block is in the lower right on top of the fuel filter. The other hose goes to the left side fuel rail. The green taped ports on the supercharger are in the inflow (center) and return lines (outers) for the intercooler that's mounted on top of the blower. -20AN lines will go back to the right side where the water/ice tank will mount against the firewall. The small aluminum cylinder with the gold fitting is for the engine water chiller. The gold fittings are dry break connectors so you can attach them to lines from the chiller and keep the engine water at a temp that either makes the most power or actually bring the temp up a bit to manage the power better on marginal tracks.
Bob finished fabricating the tank and it should be welded up today and ready for trial fitting. It can only be 3 gal. capacity per NHRA rules. A Mezerie pump will mount to the bottom of the tank and provide the pressure side supply for the intercooler. He's a very, very talented fabricator.
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