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CBraden

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CBraden last won the day on September 5 2013

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  1. CBraden

    Remove thermostat - coolant run too fast

    I want to thank the informative posters in this thread. For every thread I read like this, I wish I didn't have to go through 20 bitching about rules to get here, but threads like this are what keep me coming back to this forum - great knowledge sharing by people who know.
  2. CBraden

    Thermostat

    Clearly, you need one of the tried and true 'pvc tubing connector with holes in it in the hose to the wastegate' mods for the 2.3 Turbo. Keep adding holes until you can barely keep it cool... This is a lot of fun, but a bad idea. Lots of good stories can be summed up that way...
  3. you talking that old test track out in west Texas? does anybody use it for anything anymore? is it even fenced off?
  4. CBraden

    Crankcase evac system

    Owner of the machine shop I use reports very measurable difference in power with and without PCV system on LS engines. He didn't believe it either so tested multiple times. YMMV.
  5. We've done both. Do tires first, for the simple reason that you will tax smaller tires even more with aero, and may run into tire overheating / greasy issues. If time is less of a constraint than $, get a flyingfoam wing and glass it yourself (add spars as you see fit) - AND do the wheels/tires. We did it, and it was a PITA, but not expensive. We went too big, and have to run it at 0 AOA - so very little drag for all the downforce on the rear we want. Our car is noticeably more stable at speed than in really slow stuff. Big tires allow us to drive as hard as we want without grip falling off...
  6. CBraden

    Most comfortable seat for racing?

    I will say the biggest factor we have found is fit. We had a Momo seat and the small guys loved it, big guys hated being squeezed in it. Now we have a 16" Kirkey and the small guys hate it, and the big guys love it. The aluminum seats seem to offer way more headroom when both are mounted on the floor, FWIW. Also the full containment seats offer safety while seated but are a huge PITA for ingress/egress compared to non containment seats.
  7. CBraden

    What fuel pump?

    I have heard good things about the Carter above, (edit) I just had one of these fail in under 200 hours... so don't use this one if you run dry frequently... https://www.amazon.com/gp/product/B000DN7VLK/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 (edit) Also downline Walbro that failed in ~100 hours of use, with only a few supply hiccups when the surge was going dry. (edit) Apparently, I have chosen poorly on fuel pumps. I will be switching to Carter or Facet YMMV
  8. Based on my small sample size of experience, high rpm (within factory redline) without added power doesn't mean impending doom for an OE engine. Valve springs and lifters have been items which have failed for us in different motors, but now we replace those and don't know what will fail next. Bottom ends have not flown to pieces for us, but we try to run stuff widely regarded as reliable. I am not picking on any makes, but there are some engines that seem less happy with the use case. Interesting links on the topic: bbobynski Joined: Apr 2005 Posts: 79 Detroit, Michigan It is a bit off topic but I will share this anecdote if you are worried about breakin on a new production engine. We did a program back in the mid 90's to determine what sort of engine "hot" tests worked best and to investigate a number of other things. The "test" was done thru Jack Roush's engineering group and contracted on their dynos. It involved taking 150 brand new, 300 HP Northstar engines that had never been fired and running a 2.5 hour hot torture test on them with a post test teardown. The engines were stone green at the start of the test. They were each installed on the dyno and the coolant and lube systems hooked up. Coolant was preheated to 255 F by the test cell equipment and oil was preheated to 285 F. This was done with 50/50 DexCool/water and conventional motor oil...not synthetic. The engine was fired and IMMEDIATELY put at full throttle where it ran at 6000 + RPM at full load with the oil temp controlled at 285 to 300 F. It was harder to get the dyno equipment to live than anything else....LOL. There were no engine failures at all. None. All engines were torn down and judged to be in "like new" condition on all parts. No scuffed pistons, no damaged bearings, nothing. In fact, it was difficult to tell that most of the bearings had even been used as they absolutely looked brand new even under magnification. To say that it was eye-opening to a lot of people was an understatement. The Roush dyno techs thought that we were nuts and would stop after the first few engines blew up....LOL. The only caveat here, is that each engine had the oil routed thru the oil heater and oil cooler equipment which necessitated separate filtration so that any debris generated during the first few minutes of operation that might have bypassed the filter otherwise running at 6000 was caught by the external filtration (it was needed to protect the cooler/heater heat exchangers if there was a problem) so the test indicates performance of fits and finishes of a brand new engine and oil capability at those temps and such but doesn't perfectly replecate a car run immediately to full throttle, 6000 RPM and held there for 2.5 hours..as if you could do that somewhere....LOL. I was the development engineer in charge of this test so I saw it happen, saw the engines at teardown and compiled the results. Anyone concerned about stabbing the throttle during break in can rest easy. Trust me. (above from this thread: https://www.bobistheoilguy.com/forums/ubbthreads.php/topics/129895/2 ) https://www.hemmings.com/magazine/hsx/2009/10/Run-for-the-record---Saab-9000-and-900/2130431.html https://www.motorauthority.com/news/1118232_all-srt-products-undergo-24-hours-of-racetrack-endurance-testing https://www.bobistheoilguy.com/forums/ubbthreads.php/topics/1779600/1 We live in a really nice time to be racing used cars...
  9. Counterpoint: Adding safety in many cases includes adding weight. Not penalizing the decision to choose safety over weight is something to consider. Especially because some will forego additional easy safety features (leaving OE crush structure, etc) in order to maximize weight savings.
  10. CBraden

    V6 F-body point increase in 2001

    How heavy are the Gen II vs the Gen III / Gen IV if you happen to know. Also, I would love to race a Gen II but they are incredibly overpriced around my neck of the woods. A shell with a moldy interior seems to fetch $2500 if the asking prices are any indication. Meanwhile I can buy a running driving e46 330i for less than that.
  11. CBraden

    Time to revisit 2X shocks?

    This makes sense to me. But like everything rules-ish in this series, there will be slippery slope arguments will start very soon.
  12. CBraden

    Official 2018 Harris Hill - Fall

    Such a dangerous claim to make about a racecar, especially before a race. Good luck UA!
  13. CBraden

    Connecting Rod Decision

    Thanks, will not be re-using pistons (block needs cylinders bored/honed). Got it! I will not respond to any more rules type questions here for that reason.
  14. CBraden

    Connecting Rod Decision

    Ideally not more than equivalent power to weight cars. But that is for a different thread...
  15. CBraden

    Connecting Rod Decision

    No because weighing racecars is a mystical dark art that was deemed not feasible for this race series. The calculator assumes that your car weighs less than stock by some % (even though clearly this is a bad assumption for some swapped cars, more so if they choose to swap to a beefier rear end and run wheels and tires 3x the 155x13 OE wheel+tire weight). Since there is already a million page thread on this, let's please not open this quagmire again on this thread - PM me if you care to get into details, it is what it is.
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