Aarons Drag CQ: 3-29 anodized and welded stuff. AN lines

speeding-g60 · Post by **speeding-g60** » Mon Sep 07, 2009 8:03 am

all of them are slightly bent/twisted, and the bushings are all fooked. that one on the right is the picture....

they could be re-bushed, but not gonna fix the bends.

speeding-g60 · Post by **speeding-g60** » Wed Sep 09, 2009 5:37 pm

ok, so quick updates.....

crank is fine, still have a couple more on the way just in case. motor may be totally back in and running this weekend.

while i am sittin around doing nothing i decided to do something. while on that fateful dyno session, we experienced a very massive boost spike. we spent a good deal of (costly) time trying to sort that issue out. we thought the solenoid could be bad. thought it was not working. made a pull with no solenoid off the springs in the wG's alone. finally sorted out the issue, and then proceeded to blow it up

but wires i could not get to the back of the fuse panel easily to trace wires, etc. so i fixed that. i will never be in that position again LOL. just moved the ECU and set up the wiring on terminal blocks. labeled the unused wiring, so quick and easy reference for "if" happens again.

this is all i got for pix. Joey should be doing the pix of motor assembling and that stuff.

speeding-g60 · Post by **speeding-g60** » Sun Sep 13, 2009 10:37 am

so i re-ran the numbers with this calculator, based on actual weight and power of the car. the power is probably going to be a bit more than 592 AWHP with the new motor especially since it was a 3rd gear pull.... but this looks really promising.

http://www.letstorquebhp.com/calculator.asp

Power at Flywheel (BHP) : 750
Weight without Driver (KG) : 1150
Power to Weight Ratio (BHP Per Ton) : 662.64
0 - 60 (Secs) : 2.65
0 - 100 (Secs) : 5.43
60 - 100 (Secs) : 2.78
Quarter Mile (Secs) : 10.61
Terminal Speed (MPH) : 141.82
Drag Strip Quarter Mile (Secs) : 10.21
Drag Strip Terminal Speed (MPH) : 146.90

speeding-g60 · Post by **speeding-g60** » Sun Sep 13, 2009 11:19 am

and the motor will be back at the shop tomorrow. they did not pin the crank, so they will do it in the morning.

i have not gotten the breakdown of exactly what was done machining wise. but here is most of it.

checked deck.
magnafluxed block.
balanced rods.
bore and hone 83mm.
magnafluxed crank.
checked straightness on crank.
checked mainline, and main cap #5 was off a couple thou. they drug the mainline to straighten that.

and assembly this week, early i hope. still trying to decide if i want to re-tune it again. i know i probably will..... but i have 3 more chances at the track this year period. i have to take it down the track sometime.

i guess there is always So-Cal. a roadtrip down there, tracks run alot further into the season there than here....

Post by **Hank** » Sun Sep 13, 2009 11:34 am

Hell, Las vegas speedway runs deep into December.

my2000apb · Post by **my2000apb** » Mon Sep 14, 2009 7:02 am

:woowoo: :woowoo:

my2000apb · Post by **my2000apb** » Mon Sep 14, 2009 7:02 am

:woowoo: :woowoo:

simon-says · Post by **simon-says** » Wed Sep 16, 2009 9:09 pm

Well here are the pics of the new assembly. I first pre-assembled the crank and a connecting rod with piston to get the piston height and also to get the total cc's of the piston. Then using an application on the internet, I entered the data and now have a static compression ratio.
8.97:1 and these are 8.5:1 shelf pistons from JE. Then I will write down all of the specs of the crankshaft clearances, rod clearances, and piston to cylinder wall clearances. Don't forget the torque specs of all bolts. That way Aaron will have a complete spec sheet of what was done.
Now on to the few pics that I took.

Hope that color is shiny enough for ya. I should have all of the rings gaped and ready for final assembly tomorrow night.

Don't forget to bring the cylinder head tomorrow.

fasterthenrs2 · Post by **fasterthenrs2** » Thu Sep 17, 2009 2:41 am

:-D love the color

cuatrokoop · Post by **cuatrokoop** » Thu Sep 17, 2009 2:50 am

ShavedQuattro wrote:Hell, Las vegas speedway runs deep into December.

So does US41 in Indiana if there isn't snow on the ground!!

zerb · Post by **zerb** » Thu Sep 17, 2009 3:59 am

perhaps a stupid question....

but if the pistons are said to be 8.5:1, why are they not?

Wizard-of-OD · Post by **Wizard-of-OD** » Thu Sep 17, 2009 5:04 pm

zerb wrote:perhaps a stupid question....

but if the pistons are said to be 8.5:1, why are they not?

Each JE piston dealer is supposed to supply JE with specs of the pistons they want to order.
It could depend on the head gasket being used Jon

speeding-g60 · Post by **speeding-g60** » Thu Sep 17, 2009 5:23 pm

i dont know much about this area, hence why i have had Issam build me one motor and Joey re-doing the rabbit motor up right now so i can run the car this season.

but i am doing learning, reading, and comprehending such things. i just do not trust myself to build my own motor because it has always been in a really important situation. maybe i will build a stock motor to see if i can do it start to finish.

but here is how i understand it (copied from the almighty INTARWEBZ).

random interweb site wrote:[/quote]

Static or cranking compression pressure is what each cylinder
experiences when the starter motor is turning the engine or when
the engine is running at idle RPM. Please don’t confuse static
compression with “compression ratio” which has to do with how
much volume remains in the cylinder when the piston is at the top
of its’ stroke. Static compression and compression ratio are related
but the definition of each is different.

Compression pressures that are too high can result in difficult
starting and detonation or “pinging” which in turn can cause
engine damage. These high static compression pressures are a
result of compression ratios set too high, intake cam duration too
short or the intake cam timing set with too much advance.

Low compression pressures translate to poor low RPM torque. Causes for low compression pressures are late intake cam timing,
too much intake duration or a compression ratio set too low.

Modifying an engine by changing pistons, camshafts or compression ratios will have a direct effect on static or cranking compression pressure. If the static compression pressure is too high or too low, the engine will not run as well as it should and in some
cases, the resulting problems can be serious. Static or cranking compression can easily be measured with a COMPRESSION
testing gauge. Cost is usually less than $25.00 and most auto sup-ply stores or well equipped motorcycle shops sell them. To measure static pressure, the procedure is as follows:

With a warm engine, turn off the fuel from the tank, make sure the choke is off and the transmission is in neutral. Remove both
spark plugs and insert the gauge adapter in one spark plug location. Now, holding the throttle wide open, turn on the starter motor
and read the pressure indicated on the gauge. Then repeat the procedure on the other cylinder. The figures on the next page give
some idea as to the significance of different pressure readings. Also some gauges have a rubber tip instead of a screw in adapter.
Either way, reading the static pressure of your engine should be fairly easy. Generally, higher static pressures mean more
torque at lower RPM ranges but the trade off is that above a certain point (around185 PSI) the risk of detonation enters the picture. What happens at higher RPM is less predictable and can’t be easily determined from a static pressure reading. What is important is that the cam timing, duration and compression ratio all be properly matched so that each compliments the others.[/quote]

and this place is a calc to apply the info....

http://www.rbracing-rsr.com/compstaticcalc.html