Quote:
Originally Posted by Graystroke
Now that I think about it, I think the helo was there filming the Ford Fusion hydrogen powered 200 mph car. I didn't see them filming anything but that actually running.
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Quote:
Originally Posted by Graystroke
Now that I think about it, I think the helo was there filming the Ford Fusion hydrogen powered 200 mph car. I didn't see them filming anything but that actually running.
49 Ford in the first pic.
second one is a hudson, 48?
last one kinda looks like a lincoln.
Anything newer than 39 and older than 55 I am always just guessing at.
what they said. last one is bad ass!
so you are saying you could have set two records?Quote:
Originally Posted by agjohn02
Note to self: bring aero body kit next year to set two records instead of one.
did you do the math of what it would take hp vs drag coeficient to get those 1.5-2 mph? is there a rule of thumb kinda deal for hp vs frontal area vs drag. kinda like 1 sq in = x hp @ x mph? I was never good at numbers, just ideas :D
also is it true that a flat front w/ rounded corners is fairly aerodynamic? vs. just square. my Dad always said that the stude lark was fairly aero for as boxy as it was b/c of its rounded corners all the way around. do the corners make a huge difference?I think the factory R2 (paxton supercharged 289 ci) cars did 132-140 mph in 1962.
Quote:
Originally Posted by Graystroke
We could have set 4 with a little more than a month of preparation. There are two aero records, fuel and gas, and the same two non-aero records. We set the non-aero gas record and didnt have time to go for the non-aero fuel record because we tried for the aero records first.
Quote:
Originally Posted by Graystroke
I left all the calculation stuff to the PhD. I just built it, but yes he did all that.
Corners do make a big difference. They allow much less separation of the air. You can look at separation as a vacuum pulling back on the car. I would get more into it but I've got a math quiz to study for...
coupes N such
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Sweet pics. Looks like one hell of a trip. :gigem:
Anyone else notice the old Texas plate in the first pic?
Thats the team from Houston's push car that the guy Hans that Doug and I know was with.Quote:
Originally Posted by CheapJeep
Here's a couple of their many engines. They had a 9200 rpm big block and 9800 rpm small block. I forgot the name of the team but it was "something funny" engineering. I asked the guy what kind of work the company did and he said, "Ah, its just a company I made up so I could write all this stuff off." Basically, they have one 200 mph car thats set up to be easy to drive and charge big bucks for rich people to go to Bonneville and go 200mph. They were swapping engines in and out of the race car constantly and setting records left and right.
http://tamor.us/members-rigs/albums/...0034.sized.jpg
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How's this for Texas representin'?
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Very cool stuff. WTF is going on here?
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Quote:
Originally Posted by mudtoy67
Ive heard of a Hemi OHV conversion on a flat head V8. but thats defantly interesting.
why the different valve covers? is that part of the injection setup?
Quote:
Originally Posted by mudtoy67
Wish I could tell ya!
I walked up and talked to the guy. I asked what he had there and he said, "That engine was built by xxxxx xxxxx and it's all original" so matter of factly that I felt ashamed that I didnt recognize the name. I got the impressed that xxxx xxxxx was an old time land speed racer and the guy was pretty short with me so I left it at that.
Let's see who can point out the oddest feature on it.
The hose running into the valve cover. Looks like a coolant hose.
Here is the Ardun OHV flathead convesion website. It may shine some light onto the engine's design.
http://www.ardun.com/index.html
Quote:
Originally Posted by Reckless
Rowdy, what you've just said is one of the most insanely idiotic things I have ever heard. At no point in your rambling, incoherent response were you even close to anything that could be considered a rational thought. Everyone in this room is now dumber for having listened to it. I award you no points, and may God have mercy on your soul. :flipoff2:
we pretty much established the head difference. you could have been more precise though.
thanks for playing!
what's ****ing with my head is it looks to be only a 4 cylinder. It looks to have a smallblock head on that side?
I think it's a SBC with a flathead cover on that side to **** with me.
No ****, i see the other coolant hose left of the timing cover. Unless that hose is coming from an aux vaccum pump for negative crankcase pressure, then why in the hell does it have pipe and pipe fittings? I understand going for broke but damn.
I like the drivers side header myselfQuote:
Originally Posted by Seth
I'm lost and I should be catching up on work, but instead I've been staring at this clusterfawk for the past 20 minutes. I'm going home.
my wild ass guess is its some sort of internal "supercharger" with a crazy double lobed cam and valve setup for the left bank and that the plugs and wires are just for show.Quote:
Originally Posted by BMFScout
hint: who made the best 175 c.i. four cylinder ever?
I thought that at first, but why would they mess with a finned faux cylinder head? Is it air cooled and the other 4 cylinders are the pump?Quote:
Originally Posted by agjohn02
I don't have enough trivial engine knowledge to tell you what it is, but this is what I notice. No plug wires on pass side. Blocked off thermostat mount. Weird linkage and hose where water pump "should" be. No header on drivers side. what appears to be two cast iron pipe fittings.
the exhaust is on the side without plugs...
I'm gonna go ahead and mention some observations, even though it seems John is just toying with us. :flipoff2:
The braided hose with the throttle cable where the water pump should be is probably a cam driven fuel pump.
It does look like the passenger side is water cooled, with one hose connected to the original water pump port on the passenger side and then the "Rowdy hose" just below the valve cover in the head is the water outlet. I've seen this done before on some race cars.
I think there are spark plug wires going to the passenger side, you just can't see them because they are behind the injectors and the valve cover.
My overall guess, partly from John's hint, is it's a 350 smallblock that's been converted to run on the passenger side four cylinders for some unGodly reason (I guess to be "original", but why would you want the extra weight?) and the flathead is just there to cover the empty holes on the driver side.
Thank you, good night.
edit:I could maybe see running only four cylinders so that he could fit into a four cylinder class....but still you've got half of a smallblock chevy riding around with you as dead weight.
well, the flat head looks to be stuck on top of an aluminum head on the pass side.
are the exhust headers shoved through the block or something.
I know, it's a Rube Goldberg designed engine!
I'll look again.
that engine is dumb...reminds me of karl's Dad's hit and miss motors...probably makes a lot of noise and no power.
Quote:
Originally Posted by mudtoy67
Right on! GM made the best 175 ci 4 bangers ever, they just sold them in pairs.
Notice the mounting plate for the drivers side of the manifold that also blocks the coolant crossover in the manifold. At first glance from the drivers side I thought, "Cool, how did he get chevy fuel injection on that flathead?" Then I noticed the plate, the lack of exhaust and then the oddities started pouring in. The SBC head and valve cover and the distributor is in the wrong place. Then it dawned on me that he just capped the empty side with a flathead and put on faux wires.
The "Rowdy hose" is a crankcase vent, but you are referring to the correct hose for cooling. Theres no coolant crossover to the other side due to the lack of a water pump and the blockoff plate, so he tapped a hole into the head to circulate coolant through only one side of the engine.
Weight is of no real concern at Bonneville since you have a mile to get up to speed. As for how it runs, I never heard it, but its one way to get SBC power in a smaller displacement class, that's for sure.
One thing it took me a second to figure out was why the driver's side throttle body linkage was hooked up, then I realized the passenger side is connected to the driver's side so he just operates both of them but no air flows through the driver's side TBs.
Here's what I want to know. Obviously you wouldn't want to run connecting rods and pistons on the side not doing anything, so riddle me this. Is it a custom made crank that only has provisions for 4 connecting rods, and oiling for only 4 rods? Or do you think he took a normal crank and built some sort of crank sleeves to go where the other 4 connecting rods would be on the crank to take up the space and cover the oiling holes to allow it to oil the other 4 rods?
John, what was the builder's name? Did you XXX it out because you couldn't remember, or you didn't want people using google to try and figure out the motor?
I don't think spacers would be that big of a deal. 2 connecting rod caps bolted together would probably be close enough tolerances to act as a spacerQuote:
Originally Posted by Fredo
I might be missing something, but wouldn't this be an oddfire?
0=====1
90
180
270===3
360
450===5
540===7
630
I'm sure he reconfigured the timing...right?
Quote:
Originally Posted by robertf03
The cam could be custom made to change where each cylinder fires (you could only swap between it's stock position and 360° out), though I couldn't come up with anything that didn't have two cylinders firing right next to each other.
Here's a thought I had though....I got to thinking what 4 bangers GM made that were similar, and found the old 2.5L GM Iron Duke (151cu in). Evidently these were based on an older pontiac 301 V8 engine....same bore and stroke only with half the cylinders. The head of the Iron Duke and the SBC are swappable, so I wouldn't be surprised if general motors kept similar dimensions for other components of the Iron Duke. I can't find any specs on the crank itself, but I have come across some racing engine manufacturers that refer to the crank journal diameter of the Iron Duke in their V8 and LS1 applications. If the journals are the correct distance apart, I bet he just threw in an Iron Duke crank. :lightbulb:
Quote:
Originally Posted by Fredo
I Xed it because I didnt recognize it and therefore don't remember it.
I know nothing of the firing order or crank, but yes, I think spacers would suffice to make it work with a stock crank. How well? I dont know. He's probably not too worried about NVH.
He may not be into record setting. He might just be out there to run vintage stuff and have fun.
Quote:
Originally Posted by robertf03
I don't know flem, but what I do know is our idea for our drug running IH engine is looking smarter and smarter! :gigem: