It's alive

Nearly a year after kicking a rod thru the pan. Parts hold ups. Welding the block, heads, and pan. A few upgrades that required fabrication. Fired up in a 1/2 revolution. Idle oil pressure is up with new lifter bore bushings. Crank scraper installed at .060" clearance. Cam backed up from 108 to 111. 5/8" studs in the axles. Fresh trans, shocks, slicks. Carbon hood is painted. Test on Friday.
Doug

Why did you move the cam? Calm down the launch?

looks great Doug. hope it runs well.

Looking forward to hearing the results Doug. Best of luck!

What are you using for front shocks now?

Looks great as ever

The Misfit world is complete - Looks good!

Looks exactly the same (perfect)! Welcome back.

Awesome, looks killer as always!!!! cant wait to see you run

What's the 411 on those carbs?

So clean!

Jealous.

VERY nice!

SO NICE !!!

AND EXPECTING SOME 8.XX ETS SOON !!

nO BETTER FEELING THAN A FRESH START LIKE THAT......

my favorite car here !
i hope it works as expected !

Great news! You car is a work of art.....

Interesting you retarded your cam too. I did a few weeks ago and it picked mine up.

Nice job Doug!! The attention to detail on your car is amazing!

Awesome!

Your car amazes me every time I see pictures of it. Hopefully the changes result in a nice result.

Very COOL !!!!!

^^^ This ^^^

One of my favorite cars, period!

Very Nice! Looks Good!

Thanks for the compliments. Its just a home built car that i did the best i could with. Talked to a few different people. Seems pretty common to run the cam straight up in this type of build. The LCA is 112 so we'll see. It has a Jessel so it can be moved if needed. The shocks are Afco BG in the rear which are pretty new. The Fronts are Afco doubles. It was out of adjustment. Running both R &C full tight. So they've been tighten up. The carbs were beautiful billet 4150s from Mark Whitener at Lightening Carbs. NMCA was adamant that they were an unfair advantage in an index class. So Mark was gracious enough to obtain a pr of cast bodies and swap in the annular boosters. I tried to get the rule changed. No dice. So now it's legal.
Doug

Still looking great and probably faster and quicker than ever

Cool. Glad to see that beast is up and running again. Did you gain anything with the annular boosters vs downleg?

wow looking flat out fast


Tex

Great looking ride, Doug! If the carbs work well i am betting on your "8". Looking forward to a detailed track report👍

Mark told me the annular boosters he uses flow as good as any down legs he's tested except one type. We felt with the large plenum and the fact that it's a foot brake car the annular would be a good choice. They flow way more air than it needs anyway. We ran the carbs with the billet bodies last year. Never even got as far as jetting. In fact that was the start of the failure. Previously with the Eddy carbs the starting line was hit or miss at times. Usually 1.32-1.35 60 ft. Occasionally dipping into 1.2x area. On the first test session after a few tweeks it carried the wheels through 2nd gear. (pic below it was this high in 2nd gear). Even with wheelie bars the rear bumper was about 4" off the ground. Came down pretty hard. Bent the pan. A week later it stripped a front planet (now steel). With the Eddy carbs you could loosen the front shocks -20 clicks (29 clicks of adjustment) from full tight. Now they have to be full tight. 60 fts the first day were 1.251-1.252 over 7 passes.
Doug

This is my 1.61" venturi 4150 w/ a set of Mark's annular boosters... as yet untested on an engine.

Same size here. I've been very happy with Mark. Great to deal with.
Doug

Curious to your results as well. I have been told annulars don't work as well as downlegs in a 4150. The venturi is just too small.

IMO, booster selection can be somewhat subjective. Put downleg boosters in a "big" 4150 venturi, say 1.58+, and in some (many?) cases it's going to suffer from low booster signal and ragged fuel distribution at low(er) RPM.

A "big" venturi 4150 carb with annular boosters may not flow any more than a smaller venturi + downleg combination, but it may improve atomization and fuel distribution for the same flow rate. Whether that translates into a performance improvement is tied to the combination.

I also have a hypothesis that two annular boosters of comparable size and dry-flow capabilities may result in significantly different wet-flow results where the booster with improved atomization actually reduces the total air-fuel volume significantly. If that's true and the configuration w/ the better atomization -- yet lower wet-flow rate -- improves performance, then that could (would?) reflect an air-fuel mixture quality vs quantity scenario.

Top view of the 1.61" v annular carb pictured above; that's a big hole to park a typical downleg in.

What is the application CID/heads/compression? What cam grind and where did you put the ICL?

Again nice work/perseverance Doug. I'm sure the extra trouble will pay back, good luck tomorrow!

Mine are the 1.61" venturi also. It has been 148-150 mph with Edelbrock 750's in good air. I'm sure that these have more than enough airflow at my rpm (7300 max). Dry flow was over 1100. For sure it picked up at the starting line. Solid mid 1.2x 60ft leaving at 3000 rpm off the foot brake. Already was 149 mph in OK air. Last weight was 3335 with me. We'll see how it runs tomorrow.
Doug.

Good luck Doug!

Where are you testing tomorrow?

Mid Michigan Motorplex, a friend has a track rental .
Doug

I understand where your coming from. I have been under the impression an annular was better for atomization. Sounds like a good thing to me, but BLP has done many flow tests of the 4150 with annular boosters and didn't like the results. Annulars is what i wanted for my 572 Hemi build in a 1.450 venturi twin carb deal and i was told downleg would be better. Curious to any improvements using annular boosters. Please let us know.

Dave - FWIW (not much), I wouldn't put an annular in anything smaller than a 1.56" venturi

That's a nice piece. Real nice!