Not a bad day Miles, dont red light next time lol... Who cares about the 3 tenths when the truck is that consistent / predictable????

 

I don't know why this never showed up in my subscribed threads or I would have replied two weeks ago.

I am started to think the same thing Jon. No sense messing with a good thing. We are going to Douglas next weekend and plan on trying a few things. Going to put the advance back in the dizzy and see if it takes the bog out. The truck pushes through the brakes before it will stall at 3000 and the timing wont clean out until 3200. If not, I am going to lock the dizzy out again and jet it down one size and up the low speed air bleed one orifice size. If it still bogs I am going to assume the converter is slipping and I will worry about that over the winter.

Dropped, the long bed runs 11.70's consistently with drag radials and a P51 headed 514. The driver just picked up some full slicks and picked up a little on his 60 foot but et stayed almost the same due to the rollout/diameter being a little bigger, so he was down on rpm a little bit. This last week he had a roll bar installed because he thinks that he will run in the 10's at Topeka Kansas. I have never been anywhere lower than 3400 ft with our truck but a truck that runs 12.20's at 4800 at our home track runs 11.40's at Topeka. So I think that we could run 10.80's/90's at Topeka which is around 800 ft.

 

That truck runs good too. Im not suprised that it didn't et better with slicks. My truck never runs better with slicks over radials. It usually runs slower.

Wow thats almost a full second difference. Do you have to change anything in your tune-up at the lower elevation?

 

i hope you meet your mark

 

I think next year I am going to get radials so I can drive it on the street and be a little more legal.

I generally jet up one size for ever 1000 feet lower and the same in reverse. I am not much of a carb tuner but so far so good. When we race at Douglas (4800 ft) a 92 square jetting is a little fat but at Julesburg(3400 ft) it is pretty lean and burns the tip of the spark plug off from, the extra heat. I am thinking 98 square for Bakersfield, probably 96 for Topeka and 94 for Julesburg.

 

Went home on Friday afternoon to do a little work on the truck before the race on Saturday. Changed the speak plugs form the Autolite 3934 to the Autolite 3923, changed the total timing from 28 to 30 and removed all the exhaust from the header collector back. The day was a total pain in the back side since they ran the normal 4 classes plus all of the US Performance classes (ricer crap) and the Colorado B.A.D. Outlaws.

Run 1 (10:25 AM)

R/T -.0983
60' 1.766
1/8 7.537
MPH 92.01
1/4 11.764
MPH 116.04

Run 2 (12:55 PM)

R/T .0099
60' 1.6672
1/8 7.395
MPH 92.16
1/4 11.606
MPH 116.40

Run 3 (2:58 PM)

R/T .0079
60' 1.641
1/8 7.347
MPH 92.71
1/4 11.546
MPH 116.67


There were 28 cars in the class on Saturday. I earned the bye run with the .0079 RT so I hung to the back to see if I would get the use the free pass. No luck since there were 28 people so I pulled in behind a 69 mustang when there were 4 pairs left. Right as they were pulling them into the water box, they noticed oil on the starting line. They ended up with a whole track clean up that took 45 minutes. I got a little anxious and the weather changed a little. Less wind, cooler air, no engine and trans heat.

Elimination 1

Dial 11.52 (5:05 PM)

R/T .1316 (too worried about cutting .00X lights and didnt want to redlight.)
60' 1.659
1/8 7.43
MPH 91.67
1/4 11.67
MPH 115.74

Off Dial .1503

Right Lane
Run 1

R/T .1624
60' 1.7934
1/8 8.058
MPH 84.78
1/4 12.627
MPH 107.53

Off Dial .0971

Right lane Winner by .0254. Looked about like 6 inches. I missed the 2-3 shift buy 300 rpm which i think burned a little et plus my reaction time was terrible.

 

What do you think is going on here, other than the idiot driver slipping off the line lock when shifting into second. Engine at 5000-5500 rpm and the wheels stop spinning??? Full spool with 4.56 gears.

 

Nice your truck picked up quite a bit . Do you think the exhaust had alot to do with it? You should be real close to 10s with the carb set up good and a closer to sea level track.

As far as the burnout situation im not sure but it seems as though your trans is slipping or the converter is too loose. It is running better than ever so its kind of odd. Is the fluid burnt?

 

I was really surprised to see it pick up so well. I think the exhaust and the crank case venting had a lot to do with it. When the full exhaust is on the cc vent doesn't seem to work. I think it runs better with the Autolite 3923 instead of the 3934 too. There was about a 10 mph tail wind too.

I adjusted the intermediate band at the track but I am not sure it helped or not because I kept with the 1st gear burnouts. The fluid looks perfect and doesn't smell.

 

 

Hey guys, sorry to bring up this huge post and it is awesome answered so many questions, but i have a couple more.. I'm gonna do one on my 78 F150 drag truck and was wondering how much weight it actually saved you? With the huge discs in the front, whats the smallest diameter rim will fit? Are 15's out of the question? Are there any aftermarket coil/struts for this setup for more of a race style? Thanks everyone

 

With me in the truck (225 lbs) my 79 shortbed weighs 4040lbs with full interior with bench seat, stock gas tank 3/4 full, front and rear bumpers, power steering, 15x5 and 15x9 Weld draglites with 315/60 drag radials a full 15lbs nitrous bottle and an aluminum headed bbf/C6. So right around 3800 without anything missing. Stock suspension just lowered. 15s fit no problem but I have redrilled rotors up front so I can run 5x4.5 bolt pattern wheels and the axles I ordered double drilled from Moser and redrilled the drums myself.

 

sorry for the confusion, I was talking about going from the stock suspension to the Crown Vic front end, how much weight did it save plus what is the smallest rim that can go over the CV's 12 disc brakes? Thanks

 

With me in the truck (230 lbs) my 79 shortbed weighs 4210lbs with full interior and 10 point roll cage, 10 gallon fuel cell, front bumper and rear roll pan, 15x7 and 15x10 Centerline ConvoPro's with 33X15X15 drag slicks and an aluminum headed bbf/C6. So right around 3980 without driver. Mine has DJM Dream Beams and a Chris Alston Ladder Bar kit. I have re-drilled rotors up front so I can run 5x5 bolt pattern wheels (most Chevy) and the rear axles from Moser have 5/8ths studs and wilwood 2 piston disk brakes. I paid $50 at a driveline shop to have the front rotors drilled to 5X5. I really wanted to do a fat man fab mustang II kit but the money didn't allow. I think after adding the roll cage any weight savings from the aluminum heads was negated. Still picked up a lot in ET though.

I have not found any coilover/strut type suspensions from the front but I run lakewood 90/10 drag shocks.

Lakewood Suspension 40101 - Lakewood Drag Shocks and Struts - Overview - SummitRacing.com

 

I thought my truck seemed a bit light actually. I guess the bar did add weight to your truck but not that much. My rear bumper and brackets weigh alot by themselves probably 75lbs. Maybe our scale is off. I should weigh myself next time lol.

BTW put my other motor back in 466 10:1 with TFS streets, solid roller, victor, 850, 1 7/8 headers. With 3.70s and 30" tall drag radials it went 11.79 at 112 1.68 60ft and 10.77 at 123 1.57 60ft on a 175 shot spinning. Im going back with 28x10.5s slicks to hopefully go 50s before I get booted for life Cage coming this winter I hope.