The ole family truckster still getting better

My son took the long car out again to a TNT at LVMS, all they do these corona days we are in and made some more progress. Still has a vacuum leak only making 3.5" at the stripe and the converter is still tight but some tuning and shift cycling has netted another new best. DA was 5100' barometer 27.7 and 98 degrees but keeps going the right direction. We shall see just how fast this dumptruck motor is eventually

WOW …. nice light !

As always, excuses to go along with a trip to the track. Does anyone make perfect runs ?

No excuses just facts. Getting better each time he takes it out, sorry if looking at the data and interpreting it bothers you. I am not there and he sends me the info later, suppose I can leave out the details to make you feel better. There is not really any bracket racing in Vegas so the occasional test and tune will have to suffice for now so why not make changes and chase numbers, he is learning what does and does not work. One day this virus stuff will be over hopefully and life can get closer to normal and he can go racing for real again. As for a perfect run yep I am sure they exist and what's wrong with trying to get there

Al is this still the Cuda? I am still in love with that car! Post a current pic, I for one would love to see it again. I too can only dream of the day I run down the LVMS one more time! We had a blast back in the day amigo! Hope all is well with you and the family.

Diego

Ted no my sons engine on a stick.

So where is my cuda? LOL
Ted

Al, pretty impressive for a dump truck motor. Can you refresh my memory as to what the combo is, I might have to get rid of the R-M in my stick. Jim.

quote=BANDIT]Al, pretty impressive for a dump truck motor. Can you refresh my memory as to what the combo is, I might have to get rid of the R-M in my stick. Jim. [/quote]

Well due to the block woes I ended up buying someone's old 600-13 engine and freshened it up basically. It started life in a TS car years ago on a couple kits. I bought it becuase it was a good deal ad came with a bunch of extras, two intakes, carbs, stainless headers, Abruzzi convertrs etc. I was also tired of waiting for a block for the B1 stuff we hurt. It was originally purchased from Indy cylinder head. It is the smaller 425 version of the 600-13 head. Pistons are the nitrous design, top ring land a fair ways down the piston, and a large pin 7.1" rod. Compression is 13.34-1. Cam is a nitrous friendly grind as well on a 119lsa .490/.475 lobe. Indy block obviously 4.563" bore. I had to have the pistons coated and sent them to Line to Line to take up some of the extra bore clearance. First time I have ever used them and other than the unique break in procedure am happy with it so far. Had to make a torque plate as no one had one in our area and BHJ was a long way out. Heads were just given a fresh valve job and rockers rebuilt. New springs, and rods were tossed at it as well. I sent the single 4 intake to Brett Miller to have him work his magic. The manifold came back and looked awesome and was a god deal lighter too Carb is a Braswell 2.200 throttle bore piece and has a 2" spacer on it as well

The dyno was a gong show. I used a local shop in Vegas that had never dynoed a Mopar apparently. The shop owner does alot of chassis dyno work and builds a lot of LS stuff but rarely uses the engine dyno. They are friends with my son and he does some body and paint work for them. Kind of a one stop sort of shop. Anyway after a few days of messing around we finally got it on the dyno and ready to run. It was an older superflow that had a fair share of software issues. The dyno sheet really have nothing on it that made any sensse other than a HP and TQ number. BFSC was way outta whack( like reading .023 to .121, AFR's from 0-16.82, lb/hr of fuel from 4.3 to 51.9, VE from 6.4-7.7 just no useful info other than the oil pressure gauge mounted on it that was 77 the entire time(which it is in car too now). Si when I got "numbers" for HP/TQ I was quite skeptical. having never built or been around a 600-13 deal was not sure what to expect. It showed 1080/960, but again I had zero faith in that. I really expected the car to maybe go mid 4.70's/7.50's in decent Vegas air at best, like the fall. For it to run as well as it is I am truly impressed with it so far. Do I think it makes 1080, ehhh not so sure on that. Always hard to convert Vegas to sea level conditons, yes we do the calculation and when you put that into something like Wallace its close, but dont know the exact weight of the car. He weighed it before I left but it was not totally together yet and I took the scales with me when I moved to Ohio. It was 1860 with the B1 in it. He did change a few things in the car to lighten it but then we also put a heavier wheel and tire combo on it. So my guess is with the -15 suit, helmet, his pour in seat, a couple missing panels that were off, no fuel, water or oil in it, a few new racepak things that it is probably 1830-40 now. But that's just a guess until he gets it on some scales race ready

I always like when somebody make a new best with their car. Nice !

5,100 ft DA and 98 degrees. Hopefully the humidity was low (for the driver and crew).

I dislike the 90 degrees and high humidity here in the south east. But 98 sounds uncomfortable...

I must have missed it, but how big is the Engine Al? Very nice run.

Jeff

98 in Vegas.... that means the sun was down, but wait!! There’s more!! ....now you get baked from the ground. LVMS is a sea of unshaded asphalt and you can see ground temps in the 140+ range. I’m betting the lack-o-humidity was in the low teens..... if your into drinking gallons of water and never going to the bathroom.... summer time racing in the desert is for you! It sucks, but imho not as bad as humidity ever!