Could you post as many revealing engine pictures that wouldn't give up too many secrets?

Most of us here don't get to see much from that level of racing.

Could you post as many revealing engine pictures that wouldn't give up too many secrets?

Most of us here don't get to see much from that level of racing.

Alan, can you give us some details on cam and valve train? As a WAG i would assume rocker ratios are very high, (1.9? 2.0?) lift is 1.1 plus, duration is somewhat shorter than we think?

Alan,

Thanks for taking the time to post.

I am guessing rear end gears are changed often depending on weather and track conditions but what would be a typical range of rear gear ratios?

Very much different for Denver?

Thanks,
Bill

Alan, if NHRA allowed carbs or fuel injection would you go back to carbs?

Thanks, Justin

Whats the bore and stroke of a typical pro stock engine?

Do you have a minimum bob weight you need to have?

Thanks for joining the forum!

my bore is 4.733 and my stroke is 3.55. I would like to try a 4.75 bore combo but my budget just isn't going let me.i think alot of teams run 4.75 bore motors.

What kind of stall speed do you look for on a good or bad track

I hear guys talk about the maintenance requirements for a good Top Sportsman combination. Can you gives us some insight on the maintenance routine at the PS level? Number of runs on a freshen, disassembly for inspection, piston/rod replacement, valve springs, etc?

Do you have one or two race day engines that are in a constant state of R&D or mule motors to do R&D on with that info being incorporated in the good engines?

Do you do your own chassis tuning or do you have "people"? Is there constant tweaking according to the track, gear ratios, etc., or is it once it's sorted, it's just a matter of shock adjustments, clutch adjustments, etc.?

I run steel rods so we aren't close to the min. Bob wt rule.

I'm a little shocked that you run steel rods...I would have thought aluminum would have free'd up a little hp...is this more of a longevity issue?

Allan you just keep doing what your doing!I have been a fan of Mopar Prostock "Underdog"racers and without doing a spread sheet id say after your last qualifying your as close to those other cars than everybody thats ever tried Matt Hartford etc.
If you can post a vid of any motor on the dyno you'll get a heap more followers,i had a vid of a B/D engine on the dyno in texas and it blew minds with the noise and revs and it was under 10,500 rpm😆and if i remember it was around the 1370hp mark and it was a 466inch iirc.Where can i get some t shirts and stickers?

Is anyone re-thinking the bore/stroke combo to make power below the 10.5K limit? Do you shift at or near the limiter? Does it hit the limit in the lights?
I know I got limiter on the brain but it just seems as if all the development to this point was to rev the engine higher to make more power??? It also seems as if the current combo's are not optimized for max effort below 10.5K?
Thanks Alan! This is cool!

Instead of stall speed I should have said launch RPM

I would be interested to know valve sizes and some head flow numbers if you can. Thanks for posting Alan.

we have a 2.600 intake 1.880 exhaust. flow numbers don't matter. Port size is more important.

Hi Alan,

Just saying hi,long time, no chat....lol

and the notes are interesting. I dont want to know the actual max HP numbers, but what is the spread between where you are at now, and how much more power you need to make a top 10 type run? Obviously MPH is the tell all, but seems your able to stay respectable with some other chassis/clutch/gearing changes etc. Reminds me of when Allen and team struggled with less, but stayed close with hard work and a little creativity.

If someone can tell me how to upload a picture. I have a racepak run on my phone.

I know you're an engine guy, I try to pay attention to what's going on behind the flywheel.

I've been told that teams will cut certain proprietary bars out their old cars before selling them to prevent anyone from knowing their particular configuration. Truth or BS? How much are teams involved in the design of the chassis? Do they have they're own requirements/configurations that they like? Or do they rely on the builder to provide what's best? Do you use a certain amount of flex by design in the chassis or do you try to make it stiff and use suspension adjustments and components for desired changes and control? Between testing and racing, I expect these cars get a lot more laps than people may realize? How many runs will you typically get on a car before it's considered used up and sold?

Alan does Roy J offer any advice on running the hemi motor

Thanks Al,curious to know an approximate idea of the lift in a prostock motor and are the cams 70mm ?

I'm looking at upgrading my M/S 3" driveshaft. I have heard from some that the C/F driveshafts have helped with et. Have you found the same results? I wasn't sure how much it would help since the rotational mass is on such a small diameter.

Not sure if you want to answer this question....... can I ask how much weight is usually on the back tires, and if the left rear is much more than the right rear?

Thanks, Manny

What's your opinion of 4-wide?

Vegas recap
Q1 we ran the back up engine this weekend because I broke the race Motor on the Dyno last week. So we had no tune up for the motor with the manifold that we run now. We maybe had 4 cylinders misfiring all the way down the track and it showed 7.06 at 196
Q2 I made a lot of adjustment's to the fuel tune up and the engine came to live and blew the tires off. Way to much clutch. The bad part about it is still couldn't work too much on the fuel because we only went one second into the Run before I lifted. So not a lot of o2 information.
Q3 we changed one of the discs in the clutch to a less aggressive disc just because the air was so bad almost 5000 feet. we only had 4 grams of counter weight. Got down ok still had some cylinders misfiring. Still had too much clutch on it but went 6.84 with some decent speed at almost 203.
Q4 made more adjustments to the fuel took more clutch out. It left okay but in the meantime the racepak v-net cable disconnected and I had no shift lights and no O2's. I bounced it off the rev limiter really bad in first gear shifted hit it again and second gear realize that I didn't have any shift lights then shifted it by ear into 4th and into 5th and went 6.86 at 202. I didn't think that was that bad of a pass because of the amount of time that I was on the rev limiter. also i didn't have no O2's because of the vnet cable disconnecting so couldn't make any more adjustments to the fuel for E1.
E1 the air was much better so I added 1.7 % to the fuel map for the weather change. I added a 1/4 turn of base to the clutch and 3 grams. I got put in lane 1 I never got a test hit in that lane because of the k&n challenge. We left higher on Sunday 7200 the car drove hard left. I had to lift for .3 seconds and I hit the chip in second gear and third gear. hard to watch for the shift light when you are trying to keep the car off the guardrail. Got it straight gas to the floor and still went a 6.75 at 204.7 all over the chip at the finish line. I'm pretty sure with all the things wrong with that pass it had a 6.69 in it. Not bad for the back up engine.
With all the things that went wrong this weekend I'm still pretty excited to head to Houston.

We are discussing plug gap with the coils and ecu you are using. Can you divulge the plug gap you run and dwell times?

Rod length, compression height, rod ratio can be adjusted for a specific stroke and deck height. Are these parameters changed or adjusted for different situations or engine design, component weights, etc., or is there a set combination that has been determined to work best in these engines?

Is longest rod, shortest compression height that fits, a standard combination?

Exhaust systems. Is there much time spent testing different configurations? Is a program like Pipemax or the Burns deal used or is there enough real world experience that the header/collector are pretty much a standard deal? 2 steps/3 steps used? Typical diameters and primary lengths?

Other than the expected things; engine, input shaft, driveshaft RPM, O2s, G-force, what else is monitored with the data recorder on these cars?

engine vacuum, 3 ride height sensors, fuel flow, 4 shock sensors,wheelie bar load sensor, and tps. I'm sure I'm forgetting a couple.

For what it's worth I'm often around WJ and Kurt

I asked him recently who to vote for in the K+N deal, and he said without provocation, you. He was very complimentary of your effort as a racer, and as a person. Anybody that's around Wj much knows his compliments are rare, and served in small doses lol.

Which are "nice to know" information and which are "can't do without"? Or is all of it important to tuning during to course of an event?

Anybody that's around Wj much knows his compliments are rare, and served in small doses lol.

I wanted to start this so I can show Mopar what a mistake they are making. They think nobody likes pro stock. I know that is not true. I see so many Mopar pro stock fans at every race thanking me for sticking with it. So I will answer any questions you got on the engine,trans, clutch & setup.