Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.

Messages - tire wiper

Pages: [1]
Drag Racing / Re: 2020 California Hot Rod Reunion
« on: February 08, 2020, 12:36:12 PM »
Sounds like you need a place the store your trailer in L.A while you do some sightseeing there. You might consider visiting the Lions Drag Strip Museum too.

Wanted to sell / 2001 Stirling dragster for sale
« on: September 20, 2018, 03:06:11 PM »
A nice 2001 Stirling dragster built for Jr. fuel so you know its light, has run 7.05 -189 mph
owner has health problems so it’s now for sale,
6’-215# driver fits and there is a seat for a smaller driver
Carbon brakes, 12-bolt drop out center section with 3.89 gears
Mikes monster glide with 4800 stall 10” converter
New 468 big block Chev–Ro-Lay,
bugcatcher injector, Littlefield retro 6-71 blower, Littlefield manifold, 110 pump, 8MM drive
Donovan geardrive, Milodon oil pan, Callies crank,
GRP rods, Arias pistons, Akerly & Childs rings, Brodix heads, T&D rockers
Enclosed trailer, new Simpson firesuit 6’200#, fuel jugs, jack
Bring your helmet…and 27,000 and lets go to the track!

Brendan Murry
Performance Motorsports
1520 Minnesota Ave.
San Jose California 95125

Front Engine Dragsters / Re: calming the car down on the starting line
« on: August 02, 2018, 12:47:43 PM »
Section 5
Junior Fuel Eliminator
Class designation (below) preceded by car number. Three classes – front-engine methanol-burning dragsters.
Handicap starts, using .4 Pro Tree. Handicaps based on recognized class records at time of event.
A/ND: 3.50 pounds per cubic inch, 1,300-pound minimum weight (refer to NHRA A/ND rules)
B/ND: 3.50 pounds per cubic inch, 1,300-pound minimum weight. Limited to OEM cast-iron Hemi; 23-degree small-block Chevy, big-block Chevy and Ford may use aftermarket cast-iron cylinder head, but stock valve angles must be retained. Raised runner 23-degree small-block Chevy cast-iron heads permitted (refer to NHRA B/ND rules)
C/ND: 3.50 pounds per cubic inch, 1,350-pound minimum weight. 23-degree Chevy (no raised runner) OEM or aftermarket replacement style, OEM Ford or aftermarket replacement style heads. Other makes fall under same category as above. Plus or minus (+ or -) 3 degrees maximum allowance for milling of heads (refer to NHRA B/ND rules)
Maximum width 12 inches as measured across tread surface or indicated by manufacturer on the sidewall. See General Regulations 5:1.

Wanted to buy / Re: dragmaster or chassis reseach dragster wanted
« on: June 09, 2015, 11:05:37 AM »
Dragmaster for sale. Contact Jeff at Jeff DeGrandis

Wanted to sell / Tuttle front engine car for sale
« on: June 09, 2015, 10:56:40 AM »
Tuttle front engine car. SPE floater rear end Lenco 2 sp, Donovan 417, Alan Johnson heads, Fresh ready to assemble. Call and lets talk, Frank Genco  310-649-2819

Front Engine Dragsters / Re: Front End Designs / traction issues
« on: April 28, 2015, 09:13:06 AM »
Hi Drag:
Once again way cool with the 335. Love those engines and great to see one in a FED.
So am I seeing high port heads in that photo??  Did you do them or are they older heads? Are you using them again or going to an aftermarket on your new heads?
Thanks for posting on your gr ogress . This is way fun to read about.
Thanks for the complements.  I did these heads myself.  The new heads are done the same way.  I'm not aware of any aftermarket iron heads that are in production any more.  CHI used to make an iron version of the 3v head.  They quit and I haven't found any for sale.  I have a complete 429ci Windsor smallblock with c302 heads that I may drop in sometime and run the 7.50 pro NDRL class.  For now my goal is to run 8.00 and sqeeze as much out of this old Cleveland as I can. 

I bought my first fed when I was in highschool (wanted a fuel altered, MOM said NO). I put a real stock Boss 302 in it and ran 9.50's.  Then I built my current car from scratch in 2005 with a stock 351c and ran 8.50's but burned up parts right an left learning the whole way.  Wanting to get into porting, I built a flowbench and started on a set of Cleveland heads for the car.  Needless to say, I'm still learning... These heads on the car flow 315 and I have a new set that flow 330.  My goal is 360 or higher.  I've thought about designing a new iron head and having it cast(something that would flow 420 or so).  I've laser scanned the stock head and have played with it in solidworks for a bit.  I had to stop for a bit and kill some cancer. But now its game-on!

Call Dennis Young for the availability of Aussie heads @ 714-321-6133. Tell him a friend of McKrays gave you the number.

Front Engine Dragsters / Re: Front End Designs / traction issues
« on: April 11, 2015, 04:15:52 PM »
Thank you all for the help and advice. Over the winter I put in a new A1 7 inch billet aluminum conveter, 4.56 gears, 12 x 31 Hoosiers, new Weld 2.0 rims, and set the wheelie bar at 1.5 inches. Last night at Gateway I finished all of my licence passes endind with a 7.80 at 170.  1.140 60 ft.  No violence at all. The converter is stalling 7500, shifting at 8800.  The converter ratio at the trapps was 1.05. Still spinning too much but getting closer.  I didn't want to experiment too much. I just needed to get my licence passes in.

Congratulations. Can you share with us the weight of the car accross the scales; rod length; and who did your heads? You might consider shortening the ram tubes when they get near the top of your 'Bang for the Bucks' list. McKray built a 406 Cleveland-Head Ford (tall block, long rod) back in the mid 1990s that was promissing. That car was sold to a SWJFA participant who in turn sold it to the Frye Bros of Ohio. They had a crash and a trailer fire that greatly affected their racing.


Front Engine Dragsters / Re: The boys from Kansas are at it again
« on: April 09, 2015, 11:36:25 AM »
from Nostalgia Drag World Magazine

The ABCs of Junior Fuel
by Paul Hutchins
  What’s the deal with the different classes in Heritage Series Junior Fuel?   The simple answer is that it allows more teams to compete on a level and fair basis.  So it must be about weight and cubic inches?  No, that’s what divided the classes in the 60s before the direct drive, injected nitro  D/Fuel cars of that era became the original flyweight Junior Fuel cars at Lions. In contrast, the 2014 Junior Fuelers run alcohol, a 12” tire, a max. of 430 ci, and Powerglides.   

  Heads up Junior Fuel racing under these rules, that were first established in 1984, almost died a few years back when some of the teams started using exotic heads on their small block Chevrolets. They were dominating the field with passes in the 6s.  The initial effort to keep the rest of the teams racing was “A” and “B” fields   based on e.t.‘s…and it remained heads up racing.  This evolved into a move to  A, B and C classes based on SBC  head design, and the teams racing each other on dial-in-handi-caps using the Pro Tree.  Now, as in other handi-cap racing, a C car can compete with an A car with a fair chance to win. 

  The “A” cars are allowed any valve angle in a SBC and a 3 1/8 “ injector. 

  “B” cars are restricted to a raised runner 23 degree valve angle and 2 7/8" injectors. “B” cars can also run OEM Hemis and Ford heads. 

  The “C” class is limited to non-raised runner heads on the SBCs and a 2 7/8” injector.   

  The current handi-cap dial-in for “A” cars is 6.89, “B” is 6.98 and “C” is 7.20.  The baseline for A and B was set using the NHRA national records for A/ND and B/ND cars racing in Comp Eliminator.  Since there is no C/ND in Comp Eliminator, the handi-cap for the Heritage Series C cars is 7.20  based on the quickest pass in Heritage Series eliminations.  While Comp Eliminator records set the original marks for A and B, the handi-caps can be lowered only in Heritage Series eliminations.  The cars race on a no break-out rule. That is, if a car runs better than their class handi-cap, they do not lose the race, but the very next race will be against the new handi-cap mark that was just set.

  Jon Hansen is the current director of the the Junior Fuel Dragster Association based in California. Primary sponsors are Mallory Print.Com and Hayden Wheels. Associate sponsors include A-1 Transmissions, S&W Race Cars, Motul Race Oil, and Engine Research Company (ERC) Race Fuels.
  There is also a Junior Fuel group based in Texas. The “Southwest Junior Fuel Association“.  They have over 20 active teams and race heads up 1/8 mile with a single class that is equivalent to Heritage Series “C“.  Several of the SWJF teams have competed at the CHRRs in past years, and at the National Hot Rod Reunion at Bowling Green. Only Heritage Junior Fuel "C" teams and SWJFA teams are invited to the Bowling Green race.

Front Engine Dragsters / Re: The boys from Kansas are at it again
« on: April 09, 2015, 09:00:17 AM »
Yes they are the same heads.

Front Engine Dragsters / Re: The boys from Kansas are at it again
« on: April 08, 2015, 06:03:57 PM »
McKrays heads are 22-year old Dart Sportsman II OEM replacement type that a SBC cast iron exhaust manifold will bolt to.

Pages: [1]