Oh, I neglected to answer your suggestion about painting up the car as the Bobby Isaacs car...
Well, we couldn't!
That 'Dodge' sign on the flank would make it illegal, for a start, and we have to run the original trim, so the strips would spoil it anyway.
Apart from that, now I've made solid contact with the family that originally owned the car, Ben's decided he'll probably run it looking just like it came from the showroom. Which is what a lot of cars did here those days, anway.
They're even going to give us the original numberplates to screw onto it when it's racing...
Full Version: 225? Why when there's a 318 to be had?
Originally posted by Ray Bell
Oh, I neglected to answer your suggestion about painting up the car as the Bobby Isaacs car...
Well, we couldn't!
That 'Dodge' sign on the flank would make it illegal, for a start, and we have to run the original trim, so the strips would spoil it anyway.
Apart from that, now I've made solid contact with the family that originally owned the car, Ben's decided he'll probably run it looking just like it came from the showroom. Which is what a lot of cars did here those days, anway.
They're even going to give us the original numberplates to screw onto it when it's racing...
Oh, I neglected to answer your suggestion about painting up the car as the Bobby Isaacs car...
Well, we couldn't!
That 'Dodge' sign on the flank would make it illegal, for a start, and we have to run the original trim, so the strips would spoil it anyway.
Apart from that, now I've made solid contact with the family that originally owned the car, Ben's decided he'll probably run it looking just like it came from the showroom. Which is what a lot of cars did here those days, anway.
They're even going to give us the original numberplates to screw onto it when it's racing...
CAMS also likes standardised racing number sizes....as do the Marshals
Uh... oh yeah... CAMS... maybe the car will run at the odd CAMS meeting as well.
Originally posted by 275 GTB-4
CAMS also likes standardised racing number sizes....as do the Marshals
CAMS also likes standardised racing number sizes....as do the Marshals
Marshals like standardised numbers, CAMS likes cash.
Originally posted by Catalina Park
Marshals like standardised numbers, CAMS likes cash.
Marshals like standardised numbers, CAMS likes cash.
HAPPY NEW YEAR Morris, yes CAMS are omnipresent! They like cash presents from all directions...
Check out the Mini forum for the trackday thread.....you interested in assisting in some way (me thinking about it).....
Ray, the shed 318 truck motor/4 bolt mains has gone...sold a year back ($1500).
What my friend did say however comma, was that there is a mob from MEL who advertise in The Land their Dram Buie crate motors from the States for something like $3K (Fan ta Flywheel).....may be worth looking into
What my friend did say however comma, was that there is a mob from MEL who advertise in The Land their Dram Buie crate motors from the States for something like $3K (Fan ta Flywheel).....may be worth looking into
Well now we're right up to date, aren't we?
Thanks for checking it out.
Thanks for checking it out.
Originally posted by 275 GTB-4
Check out the Mini forum for the trackday thread.....you interested in assisting in some way (me thinking about it).....
I have been out of work for 6 months and now there is a mid week track day, I get a job!
Check out the Mini forum for the trackday thread.....you interested in assisting in some way (me thinking about it).....
Originally posted by Catalina Park
I have been out of work for 6 months and now there is a mid week track day, I get a job!
I have been out of work for 6 months and now there is a mid week track day, I get a job!
Who on earth would hire you?
Originally posted by Ray Bell
Who on earth would hire you?
Who on earth would hire you?
Someone that hasn't met me!
That's happened before, I know...
I'm drifting through Grenfell in the morning, making enquiries about some Dodge bits there. Just checking to see what the man says.
I'm drifting through Grenfell in the morning, making enquiries about some Dodge bits there. Just checking to see what the man says.
Ray....this little project is under my Pergola (lets not start a thread on how you say Per-go-la now...)....It came from Grenfell!! (originally supplied by Lancaster Motors in William Street, Sydney).
How many of these could you make with the steel instead of the Phoenix???
(no its not a test!)
Cheers, Mick
Originally posted by 275 GTB-4
How many of these could you make with the steel instead of the Phoenix???
How many of these could you make with the steel instead of the Phoenix???
Why was this a rolleyes comment? And how many Phoenixes have needed to be reshelled? How many go karts could you make with the steel in a Mini?
The Mini does have an unacceptably heavy engine, however...
Last night I called in on the couple who last owned the Dodge... they are just so ecstatic that someone is going to do something good with the car!
And I saw the shed where it got its mouse problems... let me just say I don't have any reservations about suggesting it just had to happen!
Last night I called in on the couple who last owned the Dodge... they are just so ecstatic that someone is going to do something good with the car!
And I saw the shed where it got its mouse problems... let me just say I don't have any reservations about suggesting it just had to happen!
Originally posted by Todd
The torsion bars you probably want are Mopar part # P5249158 .960" diameter - improved B/RB and Hemi handling - 41" long
The mounts are adjustable, so you should be able to get the ride height where you want it while retaining a pretty high spring rate.
The torsion bars you probably want are Mopar part # P5249158 .960" diameter - improved B/RB and Hemi handling - 41" long
The mounts are adjustable, so you should be able to get the ride height where you want it while retaining a pretty high spring rate.
Ben yesterday measured the bars on the car... they're bigger than that already!
They must have fitted a heavier suspension for Australian conditions.
Originally posted by Todd
Why was this a rolleyes comment? And how many Phoenixes have needed to be reshelled? How many go karts could you make with the steel in a Mini?
Why was this a rolleyes comment? And how many Phoenixes have needed to be reshelled? How many go karts could you make with the steel in a Mini?
Nuffin in my rolleyes...I'm always doing it....pay attention!
Weather conditions in most of Australia is like California...so cars tend to last and last...we don't tend to reshell Minis here unless they are too far gone or for cosmetic reasons. Different on the thin coastal strip where there is salty air.
Just marvelling at the great expanses of sheet metal and the differences in the two cars...ya ready?...
Originally posted by Ray Bell
The Mini does have an unacceptably heavy engine, however...
The Mini does have an unacceptably heavy engine, however...
Too true...333lb approximately, all over those little front wheels...now if you improve the power to weight ratio...thats another thing
Originally posted by Ray Bell
Ben yesterday measured the bars on the car... they're bigger than that already!
They must have fitted a heavier suspension for Australian conditions.
Ben yesterday measured the bars on the car... they're bigger than that already!
They must have fitted a heavier suspension for Australian conditions.
Did you see the other link, the one to South East R/T? The have bars up to 1.220" diameter, designated for banked circle track use. I think if you search with the part numbers, you can find them for about $156 a set too.
Originally posted by 275 GTB-4
Too true...333lb approximately, all over those little front wheels...now if you improve the power to weight ratio...thats another thing
Too true...333lb approximately, all over those little front wheels...now if you improve the power to weight ratio...thats another thing
Does that include the gearbox? Most sources give about 250 lbs for the engine itself. I figure the engine in the Dodge to weigh about 645 lbs, and even that is a hundred less than the similar displacement hemis of the late '50s.
Originally posted by Todd
Did you see the other link, the one to South East R/T? The have bars up to 1.220" diameter, designated for banked circle track use. I think if you search with the part numbers, you can find them for about $156 a set too.
Did you see the other link, the one to South East R/T? The have bars up to 1.220" diameter, designated for banked circle track use. I think if you search with the part numbers, you can find them for about $156 a set too.
Yes, Todd, I thanked you for that link, though at this stage we've not gone any further than just a quick look at the site. Ben's tied up building some race engines for fun and profit for a few weeks and the time to get serious about that end of things is when he's got a clear head for it.
As to the weight of the 318 Poly, it might well be that much. There's a stack of weight in that iron manifold, however, which will be cut down, and the flywheel can be trimmed quite a bit (I think an aluminium flywheel is in the long term thoughts), and (of course) .090" gouged out of each of those eight bores will add up to a bit too!
Originally posted by Todd
Does that include the gearbox? Most sources give about 250 lbs for the engine itself. I figure the engine in the Dodge to weigh about 645 lbs, and even that is a hundred less than the similar displacement hemis of the late '50s.
Does that include the gearbox? Most sources give about 250 lbs for the engine itself. I figure the engine in the Dodge to weigh about 645 lbs, and even that is a hundred less than the similar displacement hemis of the late '50s.
YEP
includes gearbox and differential.....
Ray, email with another dodgy link sent
Yes, and received... thank you.
Ever seen a car rust like this in this place?
Mice and rats... that's the cause of this!
Still, we got the original numberplates to go with the car, so the boy is really happy!
Still, there's a lot of work ahead!
Tonight he drives to Tamworth and Wallabadah to pick up the heads, blocks, cranks, cams etc that will be needed to experiment on the flowbench and to give him spares for the engine build. There's also a later model with heavier torsion bars to raid down there, and he expects to find some 11" front brakes off a 1966 model.
Mice and rats... that's the cause of this!
Still, we got the original numberplates to go with the car, so the boy is really happy!
Still, there's a lot of work ahead!
Tonight he drives to Tamworth and Wallabadah to pick up the heads, blocks, cranks, cams etc that will be needed to experiment on the flowbench and to give him spares for the engine build. There's also a later model with heavier torsion bars to raid down there, and he expects to find some 11" front brakes off a 1966 model.
we had 413s in those bodys with cross ram dual quads = max wedge motors
Originally posted by ray b
we had 413s in those bodys with cross ram dual quads = max wedge motors
we had 413s in those bodys with cross ram dual quads = max wedge motors
care to elaborate ray b....how heavy were the 413s? what type of racing?....body, brake and drivetrain mods allowed?
both nascar and nhra they were both sorta stock in those days
nhra allowed headers and cheater slicks plus any factory go fast goodies in the offical book
traction bars, airbag or coil inserts were used on stock class cars trick shocks ect
nascar used race tyres but I am unsure if the tube headers were legal then and they had a long list of trick socalled factory parts that seldom were used on real street cars
what is a polymotor???
and why use any 318 anyway
are 383 413 or 426 wedge motors class legal??
I would get a chevy,as parts are way cheaper and they make more power
nhra allowed headers and cheater slicks plus any factory go fast goodies in the offical book
traction bars, airbag or coil inserts were used on stock class cars trick shocks ect
nascar used race tyres but I am unsure if the tube headers were legal then and they had a long list of trick socalled factory parts that seldom were used on real street cars
what is a polymotor???
and why use any 318 anyway
are 383 413 or 426 wedge motors class legal??
I would get a chevy,as parts are way cheaper and they make more power
Originally posted by ray b
both nascar and nhra they were both sorta stock in those days
nhra allowed headers and cheater slicks plus any factory go fast goodies in the offical book
traction bars, airbag or coil inserts were used on stock class cars trick shocks ect
nascar used race tyres but I am unsure if the tube headers were legal then and they had a long list of trick socalled factory parts that seldom were used on real street cars
what is a polymotor???
and why use any 318 anyway
are 383 413 or 426 wedge motors class legal??
I would get a chevy,as parts are way cheaper and they make more power
both nascar and nhra they were both sorta stock in those days
nhra allowed headers and cheater slicks plus any factory go fast goodies in the offical book
traction bars, airbag or coil inserts were used on stock class cars trick shocks ect
nascar used race tyres but I am unsure if the tube headers were legal then and they had a long list of trick socalled factory parts that seldom were used on real street cars
what is a polymotor???
and why use any 318 anyway
are 383 413 or 426 wedge motors class legal??
I would get a chevy,as parts are way cheaper and they make more power
Yee Hah...theres stock and then theres........stock!! The poly is descibed in a link further back...
Australian Historics is basically predicated on historical precedent.....if it was run back then with a 426 wedge and it was OK at the time then you can run it in Historics today....however....proving the fact and coming up with a "Certificate of Description" that the authorities will endorse..... is another matter all together.
Not quite right, 275...
The B-body cars of 1964 were sold with the 383s, the 413s and the 426 hemi... but the availability of these is not the be-all end-all of it.
First, the 318 Polyspherical combustion chamber (known variously as the 'Wide Block' etc in the USA) is what we have in the car and it's readily available. To buy a 426 hemi, for instance, would more than double the cost of putting the car together. The 413 is similarly hard to find in Australia, so you would most likely have to import two of them. One to build up, one for readily available spares.
Apart from that, Ben is convinced that the 318 Poly will deliver the goods... 450bhp or better when bored out to the easily attained 330ci (or thereabouts). It has good strong components in it and no real deficiencies, and there is some local experience with hotrodding them.
In the US they didn't get much attention because there were the big blocks in large numbers...
But even so, Gary Pavlovich and others think they are underrated and believes they can deliver good reliable horsepower. Ben has even got a book from the States about them that reveals a lot about their capabilities and underlines his basic belief in the type.
Now, there is the issue of weight. Even if it's only 100lbs difference between the 318 and the big block, it's a lot of front end weight to stop and turn on our (mostly very twisty) circuits.
And, of course, there's the limitation of 6" road type radial tyres. Having 600hp might be fine, but getting it to the ground through that rubber is a different issue.
Just to reiterate the engine rules, ray b...
So we can go the rat on the engine other than stroking it, pretty much, but we must retain the original heads and block without adding metal to them. Any manifolds, any pistons, any rods and any cam at all. Valvegear is totally free...
Ben's plan is to use some good forged pistons in a 4" bore, a cam that gives good power up to about 6,500rpm, probably Manley valves. He's not going to rev it right out to the 7,600rpm that it should be okay to run because he wants two things... it will be used on the street occasionally, so it needs some flexibility, and he wants to build an engine that lasts 10,000 miles without a problem or a teardown.
One reason Ben is building this car, ray, is that he's a bit of a Chrysler fancier. Additionally, nobody else will build a Dodge, whereas there has been a Chevy or two.
In fact, the Chevy of the same model is heavier and has smaller brakes... this was the era in which Chrysler misread the market and were under the impression that Chevrolet were downsizing. So they built the monocoque body a little smaller than the other makers... and with the 11" x 3" front drums they were (I believe) 3/8" wider in the drum than Chevrolet had as their 'Police and Taxi' option.
I agree that a Chevy would be easier in some ways, but the Dodge has an absolutely bulletproof 4-speed while that era Chevy was still (IIRC) running the somewhat testy T10.
Another factor is that having a car that's different to the others will go a long way to ensuring that he gets invitations to some of the more 'desirable' race meetings.
The B-body cars of 1964 were sold with the 383s, the 413s and the 426 hemi... but the availability of these is not the be-all end-all of it.
First, the 318 Polyspherical combustion chamber (known variously as the 'Wide Block' etc in the USA) is what we have in the car and it's readily available. To buy a 426 hemi, for instance, would more than double the cost of putting the car together. The 413 is similarly hard to find in Australia, so you would most likely have to import two of them. One to build up, one for readily available spares.
Apart from that, Ben is convinced that the 318 Poly will deliver the goods... 450bhp or better when bored out to the easily attained 330ci (or thereabouts). It has good strong components in it and no real deficiencies, and there is some local experience with hotrodding them.
In the US they didn't get much attention because there were the big blocks in large numbers...
But even so, Gary Pavlovich and others think they are underrated and believes they can deliver good reliable horsepower. Ben has even got a book from the States about them that reveals a lot about their capabilities and underlines his basic belief in the type.
Now, there is the issue of weight. Even if it's only 100lbs difference between the 318 and the big block, it's a lot of front end weight to stop and turn on our (mostly very twisty) circuits.
And, of course, there's the limitation of 6" road type radial tyres. Having 600hp might be fine, but getting it to the ground through that rubber is a different issue.
Just to reiterate the engine rules, ray b...
3.1 ENGINE: The original type of cylinder block and crankcase must be employed. the bore may be varied and/or the stroke reduced provided that the swept volume of the engine remains within the same cubic capacity class as that within which the engine came as supplied by the manufacturer.
The original type of cylinder-head casting must be employed. the cylinder-head may be modified provided that such modification is effected only by removal of metal.
A dry sump is not permitted unless fitted as original equipment on the make and model of the vehicle of the period.
The original type of cylinder-head casting must be employed. the cylinder-head may be modified provided that such modification is effected only by removal of metal.
A dry sump is not permitted unless fitted as original equipment on the make and model of the vehicle of the period.
So we can go the rat on the engine other than stroking it, pretty much, but we must retain the original heads and block without adding metal to them. Any manifolds, any pistons, any rods and any cam at all. Valvegear is totally free...
Ben's plan is to use some good forged pistons in a 4" bore, a cam that gives good power up to about 6,500rpm, probably Manley valves. He's not going to rev it right out to the 7,600rpm that it should be okay to run because he wants two things... it will be used on the street occasionally, so it needs some flexibility, and he wants to build an engine that lasts 10,000 miles without a problem or a teardown.
One reason Ben is building this car, ray, is that he's a bit of a Chrysler fancier. Additionally, nobody else will build a Dodge, whereas there has been a Chevy or two.
In fact, the Chevy of the same model is heavier and has smaller brakes... this was the era in which Chrysler misread the market and were under the impression that Chevrolet were downsizing. So they built the monocoque body a little smaller than the other makers... and with the 11" x 3" front drums they were (I believe) 3/8" wider in the drum than Chevrolet had as their 'Police and Taxi' option.
I agree that a Chevy would be easier in some ways, but the Dodge has an absolutely bulletproof 4-speed while that era Chevy was still (IIRC) running the somewhat testy T10.
Another factor is that having a car that's different to the others will go a long way to ensuring that he gets invitations to some of the more 'desirable' race meetings.
Originally posted by Ray Bell
.....Tonight he drives to Tamworth and Wallabadah to pick up the heads, blocks, cranks, cams etc that will be needed to experiment on the flowbench and to give him spares for the engine build. There's also a later model with heavier torsion bars to raid down there, and he expects to find some 11" front brakes off a 1966 model.
.....Tonight he drives to Tamworth and Wallabadah to pick up the heads, blocks, cranks, cams etc that will be needed to experiment on the flowbench and to give him spares for the engine build. There's also a later model with heavier torsion bars to raid down there, and he expects to find some 11" front brakes off a 1966 model.
Talk about ripped off!
The 1350km drive netted him a set of Slant Six rockers (for the adjuster nuts, should he need them!) and nothing else!
The guy who said he had all the bits had nothing... the 318 truck bottom end he had was the later model, and in a very sorry state as well. No heads, no cams... nothing.
Fortunately I found a '67 with the bigger brakes on my way back from Port Macquarie and I got a lead on some other stuff.
Originally posted by Ray Bell
Not quite right, 275....
Not quite right, 275....
Ray, ...puleeze..I wern't refering to your case specifically...
all I was trying to do was point out the Na, Nb rules relating to cars that raced in the period....
If a Dodge raced in the period and had a 426 and you have the C of D, log book etc and CAMS acknowledge that....well you are home and hosed....I was not talking about eligibility in your case......
Buttons lip....exits stage right....
BTW have you seen the Mini magazine with the article on your mates Twinny??
There are still two on the shelf at my local Newsagent
Well, there was a 426 hemi raced here in that period... though it was a Plymouth body...
It was a Melbourne car.
It was a Melbourne car.
That was Alan Caelli (I think that's the right spelling) by the way...
Well, some more good news!
As I already explained, we figured we were really lucky finding the 4-speed gearbox just around the corner from my place... but it had no bellhousing...
Ben spent a bit of time bidding for them on eBay, but he wasn't up to the task of getting the bids in right at the finish when people do the real buying.
Yesterday I made some new contacts in the Mopar field and got a phone call this morning as a result... a bellhousing has turned up only 15kms from my place, the guy has no need for it, it's the right one and Ben reached into his pocket and got just the thing he needed.
Another fluke... makes up for last week's disappointment! And thanks to Leonard... who says it's come to Australia via New Zealand and nobody knows why it was doing all that travelling. A date with destiny, I reckon!
I think that Custom Royal I found the other day will provide us with heavier torsion bars, the 11" brakes are just around the corner, things are starting to come together.
Well, some more good news!
As I already explained, we figured we were really lucky finding the 4-speed gearbox just around the corner from my place... but it had no bellhousing...
Ben spent a bit of time bidding for them on eBay, but he wasn't up to the task of getting the bids in right at the finish when people do the real buying.
Yesterday I made some new contacts in the Mopar field and got a phone call this morning as a result... a bellhousing has turned up only 15kms from my place, the guy has no need for it, it's the right one and Ben reached into his pocket and got just the thing he needed.
Another fluke... makes up for last week's disappointment! And thanks to Leonard... who says it's come to Australia via New Zealand and nobody knows why it was doing all that travelling. A date with destiny, I reckon!
I think that Custom Royal I found the other day will provide us with heavier torsion bars, the 11" brakes are just around the corner, things are starting to come together.
Originally posted by Ray Bell
That was Alan Caelli (I think that's the right spelling) by the way...
Well, some more good news!
As I already explained, we figured we were really lucky finding the 4-speed gearbox just around the corner from my place... but it had no bellhousing...
Ben spent a bit of time bidding for them on eBay, but he wasn't up to the task of getting the bids in right at the finish when people do the real buying.
Yesterday I made some new contacts in the Mopar field and got a phone call this morning as a result... a bellhousing has turned up only 15kms from my place, the guy has no need for it, it's the right one and Ben reached into his pocket and got just the thing he needed.
Another fluke... makes up for last week's disappointment! And thanks to Leonard... who says it's come to Australia via New Zealand and nobody knows why it was doing all that travelling. A date with destiny, I reckon!
I think that Custom Royal I found the other day will provide us with heavier torsion bars, the 11" brakes are just around the corner, things are starting to come together.
That was Alan Caelli (I think that's the right spelling) by the way...
Well, some more good news!
As I already explained, we figured we were really lucky finding the 4-speed gearbox just around the corner from my place... but it had no bellhousing...
Ben spent a bit of time bidding for them on eBay, but he wasn't up to the task of getting the bids in right at the finish when people do the real buying.
Yesterday I made some new contacts in the Mopar field and got a phone call this morning as a result... a bellhousing has turned up only 15kms from my place, the guy has no need for it, it's the right one and Ben reached into his pocket and got just the thing he needed.
Another fluke... makes up for last week's disappointment! And thanks to Leonard... who says it's come to Australia via New Zealand and nobody knows why it was doing all that travelling. A date with destiny, I reckon!
I think that Custom Royal I found the other day will provide us with heavier torsion bars, the 11" brakes are just around the corner, things are starting to come together.
Nice casting...but you can't see the 404 in one or the 12? estate in the other?
504 Familiale, thank you!
Well, the mailbox I sat it one was between the two cars...
Well, the mailbox I sat it one was between the two cars...
did holden make or chevy import the chevyII with 327v8 in 64 downunder??
that should be the class winner and kick the mustangs in the ass if it is legal
they are way lighter the the dodge or mustangs even
we could buy them with the 365hp vett motor
GM [backdoorguys ] had one race at sebring
and they could beat the big blocks at the drags in A/stock
yes there were alloy front end bits but very rare and super pricie now
as the collectors snap up the kind of stuff
could you make repro's for your race class??
that should be the class winner and kick the mustangs in the ass if it is legal
they are way lighter the the dodge or mustangs even
we could buy them with the 365hp vett motor
GM [backdoorguys ] had one race at sebring
and they could beat the big blocks at the drags in A/stock
yes there were alloy front end bits but very rare and super pricie now
as the collectors snap up the kind of stuff
could you make repro's for your race class??
ray b, I think you are missing a very important point here... Ben wants to run a Chrysler product!
Sure, he could run a Chevy II, somebody already does, but that's yet another reason he wouldn't do it. He wants his car to be unique on the tracks here. And he wants to surprise people with it, both of which he will certainly do.
Just to put you right in the Chevy II picture, that car was only a tad bigger than the Holden, so they never came here except as private imports. Not that this matters, as the rules allow cars from anywhere to run. But I think you are right that anyone running one here should be able to pin the ears of the Mustangs right back! Nobody has yet, of course...
As for the 'repros'... well, they are not allowed. I guess.
Sure, he could run a Chevy II, somebody already does, but that's yet another reason he wouldn't do it. He wants his car to be unique on the tracks here. And he wants to surprise people with it, both of which he will certainly do.
Just to put you right in the Chevy II picture, that car was only a tad bigger than the Holden, so they never came here except as private imports. Not that this matters, as the rules allow cars from anywhere to run. But I think you are right that anyone running one here should be able to pin the ears of the Mustangs right back! Nobody has yet, of course...
As for the 'repros'... well, they are not allowed. I guess.
Originally posted by Ray Bell
Just to put you right in the Chevy II picture, that car was only a tad bigger than the Holden, so they never came here except as private imports. Not that this matters, as the rules allow cars from anywhere to run. But I think you are right that anyone running one here should be able to pin the ears of the Mustangs right back! Nobody has yet, of course...
As for the 'repros'... well, they are not allowed. I guess.
Just to put you right in the Chevy II picture, that car was only a tad bigger than the Holden, so they never came here except as private imports. Not that this matters, as the rules allow cars from anywhere to run. But I think you are right that anyone running one here should be able to pin the ears of the Mustangs right back! Nobody has yet, of course...
As for the 'repros'... well, they are not allowed. I guess.
The Camaros don't do too badly in Nc Ray....or the Falcon XW/XYs niether ....don't think the 'Stangs have really dominated since Petes days....
then theres the John Mann (ex-Geoghegan)...just sex on wheels!
Oh yeah, other cars have been beating the Mustangs... but not the Chevy II...
How's Ross Donnelley going these days?
How's Ross Donnelley going these days?
Originally posted by Ray Bell
Oh yeah, other cars have been beating the Mustangs... but not the Chevy II...
How's Ross Donnelley going these days?
Oh yeah, other cars have been beating the Mustangs... but not the Chevy II...
How's Ross Donnelley going these days?
Ross is always quick....however...my participation these days is limited to supporting HSRCA meets, maybe two V8 Supercar meets and F1. So, to be honest, don't even recall the last time I saw him run.
Had and opportunity last week, which I declined, but I will definately take this up one of these years:
We have booked a 6 berth luxury Cabin on Phillip Island for the Phillip Island Classic leaving Canberra very early Fri 25 to return mid afternoon Monday 28th February. We currently have 1 possibly two spots left to come on this fantastic road trip.
Costs:
Part share of accommodation $$75 to $100 maximum
Part share of food about $20
Part share of Beer lets be sensible and say $20
Part share of Fuel $25 max
Entry fees not sure but think about $30
So no more than $200 maximum for a great weekend.
For those who don't know about this event it is by far and away the largest gathering of classic race cars in the Southern hemisphere with many famous classics also making the journey from the UK and America. It's an event not to be missed for anyone who needs a fix of Avgas
and and formula R fumes in their nostrils from time to time. etc etc
Okay, calling on the worldwide resources of the Atlas F1 Technical Forum...
Who is there who has an early model 'Sure Grip' centre for a Chrysler 8.75" differential?
This is the one that has the clutches, not the cone type. Complete with a 3.9:1 ratio would be nice.
Who is there who has an early model 'Sure Grip' centre for a Chrysler 8.75" differential?
This is the one that has the clutches, not the cone type. Complete with a 3.9:1 ratio would be nice.
Originally posted by Ray Bell
Okay, calling on the worldwide resources of the Atlas F1 Technical Forum...
Who is there who has an early model 'Sure Grip' centre for a Chrysler 8.75" differential?
This is the one that has the clutches, not the cone type. Complete with a 3.9:1 ratio would be nice.
Okay, calling on the worldwide resources of the Atlas F1 Technical Forum...
Who is there who has an early model 'Sure Grip' centre for a Chrysler 8.75" differential?
This is the one that has the clutches, not the cone type. Complete with a 3.9:1 ratio would be nice.
No eye deer...however...while you are waiting..these might be of interest
http://www.autohobbydigest.com/8_75.html
http://members.tripod.com/~Mojo_Page/chry875.htm
The guy on eBay who has that Dodge has gone mad, Mountain Man...
He's saying it has all sorts of drag racing equipment... or at least he's been told it has... and that it's worth a fortune!
In the meantime... we've been given a 313 bottom end from a Chrysler Royal.
This is good news, as Ben has been reading his hot-up book for the Poly engine and finds that he can use Carillo (or similar) rods for a Chevy if he reduces the journal size slightly. The 313 is the same bore as the 318, with a shorter stroke, so by offset grinding the journals down the Chevy size, he's got a lighter crank, lighter (and stronger) rods and smaller piston pins. All good weight savings.
ray b... are you still there? What do you think of this? Oh, it also give him a choice of rod length to optimise things further.
He's saying it has all sorts of drag racing equipment... or at least he's been told it has... and that it's worth a fortune!
In the meantime... we've been given a 313 bottom end from a Chrysler Royal.
This is good news, as Ben has been reading his hot-up book for the Poly engine and finds that he can use Carillo (or similar) rods for a Chevy if he reduces the journal size slightly. The 313 is the same bore as the 318, with a shorter stroke, so by offset grinding the journals down the Chevy size, he's got a lighter crank, lighter (and stronger) rods and smaller piston pins. All good weight savings.
ray b... are you still there? What do you think of this? Oh, it also give him a choice of rod length to optimise things further.
I am not the guy to ask on mopar power tricks like rod lenght
as we messed with fords and chevys back in the 60's
shorter stroke and longer rods was a general rule for all V8s
but thats for limited size classes and bigger is better if allowed
sorry to side track to other cars but I like to WIN not show brand loyalty
but have fun thats the OTHER point
as we messed with fords and chevys back in the 60's
shorter stroke and longer rods was a general rule for all V8s
but thats for limited size classes and bigger is better if allowed
sorry to side track to other cars but I like to WIN not show brand loyalty
but have fun thats the OTHER point
Except for a couple of cheater Mustangs that have sneaked into the class, and maybe the Falcon Sprint, it should be the quickest car in the class (up to 1964) at many circuits.
Of course, Minis will beat it at some, maybe the odd Lotus Cortina... but Ben will certainly have fun...
I'm surprised you don't see the logic of that course, ray b. We're restricted to the original 318 stroke by the rules, it can be accomplished in this way and at the same time we run the rods that give an advantage. And at lower cost than they would be for the Dodge (if you can get them).
Of course, Minis will beat it at some, maybe the odd Lotus Cortina... but Ben will certainly have fun...
I'm surprised you don't see the logic of that course, ray b. We're restricted to the original 318 stroke by the rules, it can be accomplished in this way and at the same time we run the rods that give an advantage. And at lower cost than they would be for the Dodge (if you can get them).
They're still rough, but we've got a set of 11" x 3" brakes for the front...
Thanks to ImageShack for hosting
Still to find the rear brakes, which are 11" x 2.5"... the 'Police and Taxi' option.
Thanks to ImageShack for hosting
Still to find the rear brakes, which are 11" x 2.5"... the 'Police and Taxi' option.
Ohhhh Lordy, do those wheel cylinders have some work to do..... 
spose you will get Stainless Steel sleeves for them....but all the same, they have to pull up a lot of car!
It'll be right on the day!!
spose you will get Stainless Steel sleeves for them....but all the same, they have to pull up a lot of car!
It'll be right on the day!!
Wow! Ray
Single leading shoe??? I can hardly believe that.
Can they be converted to twin leading shoe by introducing a second wheel cylinder and re-engineering the backing plate and the shoes?
Pat
Single leading shoe??? I can hardly believe that.
Can they be converted to twin leading shoe by introducing a second wheel cylinder and re-engineering the backing plate and the shoes?
Pat
Yes, they can... of course...
The rules only stipulate that the size and type of brake remain. So twin or even triple wheel cylinders can be employed to give two or three-leading shoe brakes.
But these are actually dual leading shoe, of a kind. Note that the lower piece isn't fixed? This is similar to the system used in Holdens in the sixties to get away from single leading shoe brakes.
The rules only stipulate that the size and type of brake remain. So twin or even triple wheel cylinders can be employed to give two or three-leading shoe brakes.
But these are actually dual leading shoe, of a kind. Note that the lower piece isn't fixed? This is similar to the system used in Holdens in the sixties to get away from single leading shoe brakes.
Ray.
Fantastic to see this car. In the sixties and seventies I was a member of one of Swedens most popular Pop-groups.
In 1964 we bought a brand new touring-car. A Dodge Polara. We payed 32.000 Swedish Kroners cash. (about 6200 dollars...I beleieve).
And beleieve me...this car was fantastic...even with the trailer we had for our instruments.
In those days we were driving like maniacs...and the car easily did the speedometer all red. (200 kph). Without the trailer that is.
But...I remember at one time when we had to hurry up a bit for a job. We did 180 kph...with the trailer.
Here´s a picture (although poor quality) from a tour we did in Engand 1964.
We are sitting in the "trunk" riding around Picadilly Circus...for some promotion pictures.
Best: Staff.
Fantastic to see this car. In the sixties and seventies I was a member of one of Swedens most popular Pop-groups.
In 1964 we bought a brand new touring-car. A Dodge Polara. We payed 32.000 Swedish Kroners cash. (about 6200 dollars...I beleieve).
And beleieve me...this car was fantastic...even with the trailer we had for our instruments.
In those days we were driving like maniacs...and the car easily did the speedometer all red. (200 kph). Without the trailer that is.
But...I remember at one time when we had to hurry up a bit for a job. We did 180 kph...with the trailer.
Here´s a picture (although poor quality) from a tour we did in Engand 1964.
We are sitting in the "trunk" riding around Picadilly Circus...for some promotion pictures.
Best: Staff.
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