1972 Dodge Colt

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Hyper_pak said:
Trans out because I had no throwout bearing clearance.
I checked the other transmission and I can't measure any difference.
So I hung the bearing on the trans and worked the pedal.
The bearing does not want to retract.
So it's the new master cylinder, the new linkage, or a combination of stuff.

I really wish I could have engineered a mechanical system.
Still might.
The MOPAR Missile used a fork lift cable on a bell crank and they made it work.

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Honestly, most modern hydraulic hubcentric TO bearings ride full-time, if there's a noise there it's a component issue.
The only issue I have with these is some of the systems have a restricting orifice(intentional or not) that can delay/slow engagement, some early Ford tks using this system comes to mind, but that's it.
We rely on hydraulic brakes to stop Us going to work, or braking into a corner at triple digits every single day, nothing wrong with using hydraulics.
One of the considerations is that assisted diaphram clutches like a Centerforce will push the fingers back towards the TO brg., if the reservoir is overfilled it could run out of airspace to allow the bearing to retract, preventing the clutch from applying it's design clamping force...and loading the bearing during that time.
 
Don't really see a problem in the transmission.
I made a fixture to bleed the throwout bearing.
It seems to be working much better now.
Had some binding in the pedal and a little air in the lines.
Time to plug the trans back in and row throw some gears on the jack stands.

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Spent yesterday at No Prep Kings.
Working with Jack French and the Bruder Brothers.
Jackyll is a 2008 ish Dodge Stratus.
3.8s around 200 in the 8th.
Today is the last points race of the year.
Wish us good luck!
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Another long day at the track but the Jackyll did well.
Went 3 rounds and lost in the semi finals.
3 of the 4 last cars run Jack's racing injectors.
And both cars in the finals were Jack's customers.
Jack's company is Atomizer Injectors.
The only racing injectors that are completely rebuildable, built and flow tested in the USA.
The Ryan Martin team they were a member of finished with the Team Championship.
This was over a long 15 race season. It came down to 3 teams that had a chance to clinch last night.
But thanks to going rounds they were able to capture the Championship and split the 200K!
Jack French and the Bruder Brothers are a stout team and the Status is a bad bad MOPAR!

Here is a video short of one engine start yesterday:

The engine is a 540 Noonan Bilit Hemi built and assembled by DiSomma Racing Engines.
It dynoed just over 4200 HP and the car weighs 2800 with the driver.

Now back to the Colt!

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Hyper_pak said:
Another long day at the track but the Jackyll did well.
Went 3 rounds and lost in the semi finals.
3 of the 4 last cars run Jack's racing injectors.
And both cars in the finals were Jack's customers.
Jack's company is Atomizer Injectors.
The only racing injectors that are completely rebuildable, built and flow tested in the USA.
The Ryan Martin team they were a member of finished with the Team Championship.
This was over a long 15 race season. It came down to 3 teams that had a chance to clinch last night.
But thanks to going rounds they were able to capture the Championship and split the 200K!
Jack French and the Bruder Brothers are a stout team and the Status is a bad bad MOPAR!

Here is a video short of one engine start yesterday:

The engine is a 540 Noonan Bilit Hemi built and assembled by DiSomma Racing Engines.
It dynoed just over 4200 HP and the car weighs 2800 with the driver.

Now back to the Colt!

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Click to expand...

Looks to be in some tough company. Anyone can be beat though.
 
408 swinger said:
Looks to be in some tough company. Anyone can be beat though.
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Yes your right.
However beating 5 of those guys (or Girls) in a row is hard.
The winner last night came back after the run with the blower blown off and parts hanging out.
That will cost him every dollar he won.

I hang with my buddies and I have a great time, but nothing that I want to do at that level.
My little slant is more my speed now at this point in my life.
 
Hyper_pak said:
Yes your right.
However beating 5 of those guys (or Girls) in a row is hard.
The winner last night came back after the run with the blower blown off and parts hanging out.
That will cost him every dollar he won.

I hang with my buddies and I have a great time, but nothing that I want to do at that level.
My little slant is more my speed now at this point in my life.
Click to expand...
I caught a pic of Swanstrom holding his "trophy". Aluminum rod with a chunk of crank journal still attached.
 
Going through blocks right now to see what way to go next.
I have a Jefferys block that is 3.5 bore and concrete filled.
I think that block is for sale.
I have an older build that might be the one for the 60 over 12.5 Venolias.
The block has never been milled.
I have another Racer Brown ST-21M4 that could be used, but I want 1.6 lifter rockers for that.
Also have a Purple Shaft P4529343 with about the same as the Racer Brown cam.
284, .528, 104 Centerline.

There is a piston buy going on over at .ORG.
ICON, 3.485 with stock pin height and metric ring package.
Just stock compression height which bothers me for my build.
But I could mill the block to get the CR up where I need it.

Also might take the current engine and cut the deck and head a little more.
Add some flycuts to the pistons and get the yellow terra 1.6 rockers.
The 1.6 will take lift to .56 or 1.65 to .58 vs current .528.
Might be cheaper to buy a new cam.
Rockers are $1600, racer brown cam might be $400 now with new lifters.

Done rambling, need to make a few decisions.
 
Hyper_pak said:
There is a piston buy going on over at .ORG.
ICON, 3.485 with stock pin height and metric ring package.
Just stock compression height which bothers me for my build.
But I could mill the block to get the CR up where I need it.
Click to expand...
Dart270
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4) I believe the target static CR with stock 225 rods and block is around 10:1 but I will ask. Milling block/head can get you much more, and milling the bump off the top of the piston would get you something like 8.5:1, I believe is the idea.
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Thanks Charrlie, I need to be north of 11, 12.5 is the next target.
I really need to use up the Venolias I have, they and I are not getting any younger.

I have spent the day putting the bellhousing back together (2 Piece).
And staring at the suspension.
It holds the car up, but doesn't do much for helping the car "work".
 
Yep, use what you have, if possible. Don't know what the Venolias will give you, but it looks like these pistons will give about 10-1. Then milling the head and/or decking the block wil bump that up to the range you are looking for. For those that don't want high CR the dome on the piston can be milled.
 
No spec for that. I would think they used the published number.
The head for those pistons has not been cut yet, so once I start building I can calculate.
I need to see the deck height first.

I still want to do one more T&T if I can.
It will be in the 70's this weekend.
 
Got out to Xtreme today for a couple of runs.
No trans or throwout bearing issues.
First run netted my first 8 with the Colt.
High 8, but still over half second improvement!
No MPH increase but ET was a lot better.
Huge improvement in the 60 foot time but that follows the ET improvement.

Second run was not as good but I was playing with launch RPM and it did not leave as hard.
So lots of work to go, but ending the year on a high note.
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This will be a long read.
I bought the Colt in 2019 with the plan to race it with my old slant six engine.
I was thinking it should go 8.50 in the eighth, or high 12s in the quarter.
It took me a couple of years to get on the track.
The engine never performed like I thought it should.
I made it to one Slant Six race and runner-upped somehow.
I have made about 20 test and tune runs in the 2 years it has been on the track.
Started with the single 4 barrel and finished with the 3 Weber system.
Well at the last test and tune on the last run it quit running and would not restart.
After doing some early checks it looks like the timing chain is the problem.
I have only started tearing it down but turning the crank does not move the rockers or the distributor.
So I have started planning the changes for next.
More compression, more cam, some more head porting, and other small changes.
I will be working on the front suspension to allow more travel and new front shocks.

In hindsight here is what I take away so far.
I started with a car that had not been on the track for at least 5 years.
The engine had not run in a least 10 years.
I had to build 3 heads to get one that would at least get me on the track.
I made a mistake in building the 2.66 first gear transmission.
The 3 Weber system was a huge learning curve, but I am very happy with it now.
Getting new brakes on the front end was a great improvement.
The clutch tamer, hydraulic clutch and diaphragm clutch are still needing improvements.

So stay tuned I will post milestone changes as I go along.
And I am still wiring the new shop and moving equipment and parts.

Here are the guts for the new engine.
New pistons, NOS rods, new Cam and Lifters.

Rods Pistons Cam.jpeg
 
What are the cam specs and piston/ compression ratio specs on the new engine?

The australian rollmaster timing sets have never let me down although the lower gears are tight on the crank and can be fussy with the degreeing on the crank gear.
 
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