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#1 |
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So ........ your going to allow Automatic Transmissions then, right?
If that's the case, what's the point of another class? Folks were excited to watch Modified because of the high winding, clutch dropping, 4 dry hops and slamming the gears at 9,000+ RPM. I wouldn't care if the cars ran 11 second E.T.s. But, if your going to change things to allow automatics, your just going to have another class without the excitement. Make the Class with 4 & 5 speeds only.
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"Real Race Cars Have Tailgates" Last edited by Glenn Hayes; 01-02-2014 at 08:40 PM. |
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#2 | |
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and thank you A 2.5 inch collector ? Really ? |
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#3 |
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I raced a SS/EA corvette with a powerglide BBC. This car pulled the wheels every run and every dry hop. Its not the Stick that makes the car work, its the suspension and the dry hop. Whoever said allowing an automatic makes it just another class hasnt been reading the rules. No fab manifolds, no dry sumps, etc etc, The collector is for a reason. Keep it simple and allow one size keeps the multiple pile of collectors useless in the garage from developing. Thoughts are appreciated...
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#4 |
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Listen all. My ideal class for me has already been stated numerous times. I like a max 14.32 tire, 750 carb, 3.5 inch collector, spec heads from brodix, and clutch only. But, that's just me. I feel the restrictions we now have in there are enough to limit money spent. I have no, zero, nada, ziltch problems with bracket cars being allowed as long as they make min. wt. I ran a SS car against two Ness cars, and did just fine under these rules. Do we have to complicate it anymore then this? Use a spec spacer for everyone then, but same size as the carb outlet. Wouldn't that do the same thing. And If everyone is only allowed a 3.5 inch exhaust exit, wouldn't that accomplish the same thing? Also, Billy, I personnaly ain't against having autos in there. Also, Dick, a spec 3.5 collector would be fine with me.
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don,t have one Last edited by randy wilson; 01-02-2014 at 08:58 PM. |
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#5 | |
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Yes. Although a 2" cone would be better. The concept of coupling restrictions on both the intake (restrictor plate) and exhaust (collector) massively mitigates any gains from trying to work the carb, cylinder heads, etc, because it can't breathe. It's not worth spending money on a no-gain proposition. If you used this method, you wouldn't *need* a spec head. Install the plate and collector on any combination, and go play. Tech is a breeze.
We did extensive computer modeling of this concept, ending up with everything from 350 small blocks to 540 big blocks running within less than a tenth of each other. Some ran the first half of the track better, and some ran the back half better, but it all came out in the wash. You can make weight break adjustments for different transmission types, body styles, or whatever you find out is necessary. Quote:
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Michael Beard - NHRA/IHRA 3216 S/SS |
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#6 |
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Ok, I'm confused. Am I to believe that a 461X head unported, with tall valves, and big springs will run with a 15 degree done by Reher and Morrison? Someone needs to tell the Nascar guys, they're spending WAY to many $ on heads in the restrictor plate classes. They don't know a stock vortec will do the same thing, and only cost $800.
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don,t have one |
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#7 | |
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Billy Nees 1188 STK, SS I'm not spending 100K to win 2K |
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#8 | |
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Has anyone done some real world testing of this on some drag cars? I'm curious. If I understand what your stating, in theory, we should be able to pick 20 cars, equip each with a single 4 barrel carb, install the 1" carb plate and the 2" header collector and have a group of cars that should E.T. with in approximately 0.10 of one another.
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"Real Race Cars Have Tailgates" |
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#9 |
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I'm curious too. Did they all weigh the same, as in lbs. per cubic inch?
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don,t have one |
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#10 | |
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Billy Nees 1188 STK, SS I'm not spending 100K to win 2K |
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