How's that VVT solenoid work? Is it applying less or more voltage to change the duty cycle? Or is it a PWM type thing? And is the mechanism spring-loaded to the minimum retard?
I always think of solenoids as being on/off electrical devices.
How's that VVT solenoid work? Is it applying less or more voltage to change the duty cycle? Or is it a PWM type thing? And is the mechanism spring-loaded to the minimum retard?
I always think of solenoids as being on/off electrical devices.
In reply to TheV8Kid :
Thanks. The remarkable thing to me is you did that with stock cams pistons etc. With a head that you felt was suboptimal. But you varied the timing events and exhaust cam timing to produce an engine you are very satisfied with.
We road racers either accept a less powerful but a broad range of power or big peak power but a very narrow band of power.
TheV8Kid said:In reply to Stampie (FS) :
Oh. Gotcha. It's making about 30 more horsepower, but way more area under the curve. Planning to take it to the track whenever the tracks open.
I noticed you are using a Turbo 400 transmission. Is that set to shift automatically or did you stuff the lead shot into the valve body to shift manually?
In reply to frenchyd :
It's manually shifted.
TVR Scott (Forum Supporter) said:How's that VVT solenoid work? Is it applying less or more voltage to change the duty cycle? Or is it a PWM type thing? And is the mechanism spring-loaded to the minimum retard?
I always think of solenoids as being on/off electrical devices.
Yeah. It's PWM. Sends oil to a passage and uses oil pressure to fight a spring. Not complicated.
How do you guys do your fuel system delivery, filters, regulators and lines? Any suggestions on doing it safe and within the challenge budget?
In reply to Indy "Nub" Guy :
Lately we have been running stainless hard line with stainless AN fittings welded to the ends of it. Our local scrapyard gets it pretty regularly, and it can be had for very cheap.
As far as safety. Don't run it through the frame without some sort of abrasive liner to protect it. Keep.it away from.points where it can rub against metal when it vibrates. Keep it away from heat, especially if it is rubber. Be careful not to run fuel lines in points where it can pinch. P clamps are your friend.
New personal best. Still the same stock engine.
Excellent.....what's the boost on this again?
If we get good conditions in October, we might see the first Challenge run in the nines!
Talk about moving the goalposts!
Floating Doc (Forum Supporter) said:If we get good conditions in October, we might see the first Challenge run in the nines!
Talk about moving the goalposts!
Ummm...not sure how to break the news on this... but the 9 second barrier was broken in 2017 with a 9.52 at 141+ and 2019 with a 9.84 at 139+. If you mean a 9 with a 6...that is on the radar but a task yet to be accomplished...
In reply to wheels777 :
I wondered when I posted that, didn't check. Not surprised. Also, saw your dial in. Maybe I'll get to see the first pass in the eights?
Floating Doc (Forum Supporter) said:In reply to wheels777 :
I wondered when I posted that, didn't check. Not surprised. Also, saw your dial in. Maybe I'll get to see the first pass in the eights?
It was a TnT and the dial in did not mean anything.
8s is a tall order. But the current rule set makes it possible.
The Stude is no longer Challenge budget legal.
759NRNG said:Excellent.....what's the boost on this again?
17 psi.
10.02 @ 131+ second pass
Soooo close
9.99@132+ 5th pass.
Ten inch rear slicks? what psi?
First pre-06 SBE 4200 in the 9s..... in a STUDEBAKER !!!!
Awesome!
Yes!
759NRNG said:Ten inch rear slicks? what psi?
255 radial. Not sure of boost number...probably 20
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