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#1
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Keeping you all up to date.....
We're now down to 12.469 @ 107.38 which I consider a tie with the Lady from Pa. with the 66 Cuda 12.49_ as featured in Mopar Muscle....by this time next week (weather permitting) she's gonna have to get her wrenchs out....she's gonna be the second fastest 318!
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#2
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hey thats pretty cool,
when i first started reading the post and saw a pic of your car all done up , and read it ran in the 12's i thought thats not very fast for a barracuda, ... then i read you were doing it with a 318! now im impressed.. thats really cool, glad to see someone with a set of gonads who will build a 318,,,, right on! |
#3
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Good job. Figure out that spring problem I guess
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#4
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What have you done to make your 318 go that fast? how much does your cuda weigh?
Curiously .sbuc72 |
#5
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His 318 is an 800 inch Olds. It weighs 1200 pounds, with driver.
Well.... maybe I'm just jealous. |
#6
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Thanks for all the encouraging comments....
I'm kind of dissappointed in the performance, I was really hoping to get it into the 11.90's, and we still may accomplish this goal. But as Don Dulmage told me "Hello!, complaining about a 318 that runs low 12's? most people would give their right arm for a 318 that runs that quick" I weighed the Ole Fish last weekend and it came out to 3250 with me in it...let's just say that the car alone weighs under 3000 without the lard a$$ driver... What Have we done? Quite alot, although we still run the original 273 heads, we have done a fair amount of suspension and drive line mods, Dana, mini tub, SS springs (modified), Huggins did the solid lifter, roller rocker Cam set-up, I did the port work, Drummond Machine did the short block and finishing touches on the heads and valve configuration, Dynamic 4000 convertor/727 connected with a Denny's driveline. We use the 750 Demon on top of a Edelbrock AirGap and a Mopar distributor recurved and set up by Robinson Ignition. We shift it at 6200, launch at 3200 and get the bite out of a set of Goodyear 10x29's. We cruise through the trap at about 6000-6100 at around 106 on average, ....so far anyhow. I believe the major engine performance comes from the custom Arias piston which use a reverse dome design and a very tiny combustion chamber to achieve the huge flame travel...very similar to the 700HP 9:1 compression NASCAR motors. It took me over a year to calculate all the possible combinations to achieve 400+ HP out of a 318 using all the original type cast iron pieces. A careful balance of air flow volume and velocity, compression ratio, flame travel and combustion chamber design, exhaust valve lift/duration, cylinder pressure and back pressure through the exhaust system. Balance is the key, just enough and never too much.... All this and alot of good help and advise from really knowledgable people like Joe Cantrel (X-Partner of Robert Yates), Bob Drummond (30 years experiece building race motors) and Don Dulmage (Canadian Mopar Guru, you may have read his book?) Why a 318 you ask? Because nobody else has one, everyone has a 440, 383, Hemi, 350/350, 351, 460, 502, 454....blah blah blah...but we are always the lone 318 in the PRO lanes, the smallest engine in the field, and as everyone knows the 318 is not a race engine ...right. 66 Barracuda?...cause nobody has one of those either.... just like to be different...."Plymouth Different"?...and I kinda like a car that is more aero dynamic in reverse than forward |
#7
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No Doug, you got it all wrong...
The 800 is the helmut size I'll need when I get that first 11.90 time slip... 1200 is the weight of the driver without the car |
#8
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I knew all those numbers were in there somewhere...
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#9
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If our 66 Barracuda even came close to the, well I dont know, can't get it to pull past the misfire Good job on the Cuda. |
#10
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rb77413 - how did you get a movie of Don in your post?
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#11
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Someone once asked how I could afford all this racin' stuff...now the secrets out...I didn't think you would recognize me with my toupe on...
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#12
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