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Messages - coupemerc

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Spud Miller's Cave / Re: Main jet and nozzle size
« on: May 12, 2019, 02:47:52 PM »

You can calculate the approximate new main jet by converting everything to area. I calculated a .100 for your new jet size.
Here's how...
Presently the % fuel out of your pump that you are returning back to the tank is Area Main Jet/(Area Main Jet + Area Nozzles).
Area Main Jet is (.7854)(.088)(.088)= .0069821 in2
Area Nozzles is (.7854)(.037)(.037)( 8 )= .0086017 in2...I'm assuming you have 8 nozzles.
The % fuel you are returning back to the tank is .0069821/(.0069821+.0086017) = .44 or 44%

So now...
Area new Nozzles is (.7854)(.040)(.040)( 8 )= .01005312 in2
Set the Area new Main Jet/(Area new Main Jet + Area new Nozzles)=.44
or Area new Main Jet = (.44)(Area new Main Jet) + (.44)(Area new Nozzles)
or (.56)(Area new Main Jet) = (.44)(.01005312)
or Area new Main Jet =(.44)(.01005312)/.56
Area new Main Jet = .00789888

Diameter of new Main Jet is .1002 or a "100" Jet

Hope that helps!

Front Engine Dragsters / Re: water or not
« on: April 06, 2019, 05:14:17 AM »
I'm not running any water. My deal would be leaking all over the place if I tried! ;) Dart Iron Eagle SBC with no freeze plugs and iron heads ported into the brass filled jackets. I can make it idle at any temp I want with stack injection and methanol. I prioritized lighter weight, more radical porting and never having to worry about leaks. I've never run a Pontiac but can't see any reason why it could not be run the same way.

And...If you run a 3 piece injector with a valley cover and a dry sump/vac pump, make sure the valley cover has a mid support snubber to minimize oil canning of the mid plate. The crankcase vacuum can suck the valley cover down. Get er done!

Front Engine Dragsters / Re: Show us your Dragster art layout
« on: March 03, 2019, 04:02:39 PM »
Very loosely based on the old Walther J/F car...

Your Builds / Photo Gallery / Re: new experiences - my 225" fed
« on: February 09, 2019, 06:12:31 PM »
Super nice build Dean! Hope the testing goes smooth!

Front Engine Dragsters / Re: help get FED to track by simply casting vote
« on: February 02, 2019, 01:59:03 PM »
Done! Those are nice trailers

Front Engine Dragsters / Re: Chute weight.
« on: January 14, 2019, 01:32:56 PM »
Me too!

Front Engine Dragsters / Re: Chute weight.
« on: January 13, 2019, 05:45:34 AM »
The total weight of the 4 line chute, chute pack and pop chute on my car is just under 5 lbs.

Matt Shaff's Engine Shop / Re: sbc rocker?
« on: January 06, 2019, 01:36:02 PM »
If you decide to change the rocker ratio, your piston to valve clearance will be reduced, you will be closer to coil binding the valve springs and your retainer/lock to valve guide (or seal) clearance will be reduced. Make sure you check everything.

Spud Miller's Cave / Re: grounding mag
« on: January 04, 2019, 11:51:50 AM »
I agree with Bruce above on the remote kill switch. I got bounced by a local tech guy because my J/F car did not have a remote kill. I told him that it is only required if the car has a battery. Generally, J/F cars with a mag do not carry a battery. He still bounced me. I had to take my case to the NHRA D1 office and then to Glendora. They ended up agreeing with me. You may WANT to put an external mag kill on a car with no battery but it is not REQUIRED.

Front Engine Dragsters / Re: cheap performance gains
« on: December 08, 2018, 10:28:30 AM »
You'll be fine! I'm quite sure your going to be well into the 6s with that big ole aluminum Hemi!

Front Engine Dragsters / Re: cheap performance gains
« on: December 07, 2018, 11:59:45 AM »
Hi Chris... Yeah, I was really luck to score all of that Ti hardware. Also, Jerry Bickel was a huge help with sheet magnesium that they used to use in the old Pro Stock trucks. Scott and Frank are obviously the BEST. I'm not positive what it rolls to the line at. After a run it's 1360 with me in it.

Front Engine Dragsters / Re: cheap performance gains
« on: December 07, 2018, 10:00:10 AM »
I really believe that there are significant advantages to going lighter. Performance is obviously the biggest. For example, I've studied the Junior Fuel cars closely and they actually do better than the "100 lbs.= a tenth" rule. For J/F cars, 100 lbs.=0.16 seconds all other things being equal. That's a big deal if your running Comp Eliminator. For a J/F car, 100 HP=0.26 seconds. Lighter cars are easier on parts too! I was lucky enough to acquire a lot of free titanium hardware so that really helped with the cost

Matt Shaff's Engine Shop / Re: dry sump systems
« on: October 26, 2018, 12:16:10 PM »
I put 10 Quarts of oil in mine if it's completely dry, 9 quarts on a change. You need the tank to be about 1/2 to 2/3 full with the oil hot and motor at about 3000rpm. The only "downside" to mine so far is that it's making insane oil pressure. 100 psi just off idle and who knows where it is at 10.2K? I've been working at bringing that way,way down. Even with the super high oil pressure, the bearing still look good. Bringing the the pressure down to something reasonable will help free up some power and allow the DS and Vac systems to work better. The motor pulled 18" of vacuum on Iaconio's dyno.

Matt Shaff's Engine Shop / Re: valve seals hemi
« on: October 25, 2018, 04:19:54 PM »
Ran a blown alcohol 438 hemi with Veney heads, 14-71 blower years ago. We never ran any seals (per Ken). No noticeable smoke... ever

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