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Old November 4th, 2012, 10:32 AM   #101
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Sal, thanks for the update and I'm glad to hear you're working through the issues. Being a pioneer isn't always easy.
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Old November 4th, 2012, 12:00 PM   #102
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I've got a pic of the wheelie and Timeslip but not sure of the best way to post it here. Suggestions?
I use photobucket. If you want, you can email me the pics and I'll post them. I'll rep you with my email.
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Old November 4th, 2012, 12:48 PM   #103
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I did make it to MIR for WCF race and set a new personal best. After the 6.98 pass I got home and cut the oil filter open as normal procedure and found bearing material inside. Pulled the motor and found the center main bearing was damaged. Drummond has been having this same issue in his Promod motor with the crank flexing in the center causing this problem. We had the crank repaired and got the motor back together for this race. It seems to be related to transmission pressure for converter charge. Now that the trans is working properly, we need to adjust the pressures to prevent this crank flex issue. I reduced the trans pressure 30psi but after the [email protected] pass, I cut the filter open and found bearing material again.

The good news is it's going 6.70's at over 220mph once we resolve this crank problem. Friday I almost put the car on the bumper. So yesterday I turned down the power to get down the track. The 6.96 pass was .08 seconds slower to the 60', .09 seconds slower to the 330', and .05 seconds slower at the 1/8 mile when compared to the 6.98 pass but still ran .02 seconds quicker in the 1/4.

As for Carlyle and his IPS Vette, they have put together a very impressive setup and it is working well. We had discussed running side by side but I was having some issues on Friday so I told them to let me get a pass that goes A to B and the we can line up. Unfortunately the crank ended my weekend early. We'll get the problem figured out over the winter.

Congrats on the new personal best. 215mph with problems is incredible...Cant wait for a clean run from the beast. Now update your signature with the new pb.
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Old November 4th, 2012, 08:13 PM   #104
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Mark Carlyle ran like a damned bracket racer all weekend, but slowed in the final and was beaten by some monster wankel-powered Rx8. Too bad. Once Sal was out, I was pulling for him.
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Old November 4th, 2012, 08:57 PM   #105
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Way to go Sal!

Get it dialed in and HAMMER THAT DAMN THING!!!!


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Old November 5th, 2012, 09:19 AM   #106
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Quote:
Originally Posted by Viper TT View Post
I did make it to MIR for WCF race and set a new personal best. After the 6.98 pass I got home and cut the oil filter open as normal procedure and found bearing material inside. Pulled the motor and found the center main bearing was damaged. Drummond has been having this same issue in his Promod motor with the crank flexing in the center causing this problem. We had the crank repaired and got the motor back together for this race. It seems to be related to transmission pressure for converter charge. Now that the trans is working properly, we need to adjust the pressures to prevent this crank flex issue. I reduced the trans pressure 30psi but after the [email protected] pass, I cut the filter open and found bearing material again.

The good news is it's going 6.70's at over 220mph once we resolve this crank problem. Friday I almost put the car on the bumper. So yesterday I turned down the power to get down the track. The 6.96 pass was .08 seconds slower to the 60', .09 seconds slower to the 330', and .05 seconds slower at the 1/8 mile when compared to the 6.98 pass but still ran .02 seconds quicker in the 1/4.

As for Carlyle and his IPS Vette, they have put together a very impressive setup and it is working well. We had discussed running side by side but I was having some issues on Friday so I told them to let me get a pass that goes A to B and the we can line up. Unfortunately the crank ended my weekend early. We'll get the problem figured out over the winter.

Do you think an LSM billet block would help? With the power you are making, I would think the stock block would be exhibiting a lot of distortion.
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Old November 5th, 2012, 09:53 AM   #107
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Do you think an LSM billet block would help? With the power you are making, I would think the stock block would be exhibiting a lot of distortion.
Surprisingly the main caps are holding up fairly well. Drummond has been keeping an eye on the block for quite some time and cannot believe what it is putting up with. The main issue now is the crank flex. The game plan on that is to remove a good amount of stroke to strengthen the crankshaft.

Drummond has already been through this with his Promod BBF motor, so he was expecting this and solved the problem with a reduction in stroke.
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Old November 5th, 2012, 10:22 AM   #108
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Old November 5th, 2012, 10:24 AM   #109
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Thanks Carlo.
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Old November 5th, 2012, 10:27 AM   #110
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Shorter stroke sounds like a good plan. Good luck.
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Old November 5th, 2012, 11:03 AM   #111
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Quote:
Originally Posted by Viper TT View Post
Surprisingly the main caps are holding up fairly well. Drummond has been keeping an eye on the block for quite some time and cannot believe what it is putting up with. The main issue now is the crank flex. The game plan on that is to remove a good amount of stroke to strengthen the crankshaft.

Drummond has already been through this with his Promod BBF motor, so he was expecting this and solved the problem with a reduction in stroke.
That is awesome. The viper block is simply amazing the power it can hold. Do you have a main stud girdle on it?
I ask because I am in the process of rebuilding my shortblock. Although I will never push the kind of power you are through it, I am looking to build it for 1300-1500 horsepower and dont want it to come apart. Thanks for the info.
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Old November 5th, 2012, 11:19 AM   #112
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Ever think of running a deck plate and stud gurtle to help out with the crank issue. You end up with the same stroke but a much longer rod. You can also go 4.100 stroke and 4.250 bore (what I would do). This way you not only have a better bore/stroke ratio but also better rod/stroke ratio and loose as few ci as possible. I think that rod/stroke is something that is over looked on these cars. As rpm and power goes up the need for a better rod/stroke also needs to taken a look at.

If I could drop $30k on a engine...that's how I would approach it. With such a big rotating assembly every aspect has to be touched. You guys have done incredible so far. Lets keep the vette at #2. It is possible.
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Old November 5th, 2012, 11:21 AM   #113
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My thoughts exactly, can you go any larger on the damn bore? Is there any Piston rock issue?

Great pic! Is that a Super Stocker?



AHHHHH SHOOOOOOT IT!
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Old November 5th, 2012, 11:56 AM   #114
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Without reducing the stroke, we won't be adding strength to the crankshaft. The crankshaft is actually flexing in the center. Only the center main is getting damaged, not the outer mains.

For the most part, I'll suggest things to Drummond but at the end I'll let him go with what he feels will work best when it comes to the motor.

No issues with piston rock and the bore size is 4.155" so we are pretty much maxed out there.

We're not running a stud girdle. Only billet main caps with increased side bolts and hardware.
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Old November 5th, 2012, 12:50 PM   #115
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Quote:
Originally Posted by Viper TT View Post
Without reducing the stroke, we won't be adding strength to the crankshaft. The crankshaft is actually flexing in the center. Only the center main is getting damaged, not the outer mains.

For the most part, I'll suggest things to Drummond but at the end I'll let him go with what he feels will work best when it comes to the motor.

No issues with piston rock and the bore size is 4.155" so we are pretty much maxed out there.

We're not running a stud girdle. Only billet main caps with increased side bolts and hardware.
Thanks again for the information.
You are in a league of your own with the power you guys are making with the viper platform and the sick 1/4 times you are running with the viper.
Keep up the good work and keep it going.
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Old November 5th, 2012, 03:48 PM   #116
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Congrats Sal and team!

Couple quick question?
Converter, ballooning?
Billet converter?
Standard crank machining? Or machined with "fix" to stop/lesson crank flex?

Thanks and keep up the great work.

Jerome



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Old November 5th, 2012, 03:54 PM   #117
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Normal effect from a converter is to thrust forward where normally the flexplate will give and take the load off the crankshaft. If too much converter charge is there and the flexplate is at it's max flex, the load now transfers to the crankshaft. Not enough converter charge causes issues with coupling.

Once the crank flexed last month, we had a feeling the repair wasn't going to take because the crank was already weakened. Reducing the stroke is the next solution but it takes 8-10 weeks for a crankshaft.
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Old November 5th, 2012, 10:12 PM   #118
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Quote:
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Normal effect from a converter is to thrust forward where normally the flexplate will give and take the load off the crankshaft. If too much converter charge is there and the flexplate is at it's max flex, the load now transfers to the crankshaft. Not enough converter charge causes issues with coupling.

Once the crank flexed last month, we had a feeling the repair wasn't going to take because the crank was already weakened. Reducing the stroke is the next solution but it takes 8-10 weeks for a crankshaft.
Assuming a billet crank. I would think this would be an issue with an OEM crank. Figured a billet would not flex like that. But at the amount of HP you are making, nothing is surprising. Way to represent Sal!!!!!
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Old November 5th, 2012, 10:54 PM   #119
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Awesome runs bro!!!
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