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#21
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Sweet! Congrats on the new best.
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Darin '64 Bonneville Wagon (sold) 69 Lemans-All motor (sold) 9.81 @ 136.39MPH |
#22
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A lack of performance suspension parts out there for a Grandville????? No way My converter is like yours in the fact that it flashes very very quickly. I warmed the car up on the access road and found out from a roll on cold tires how much fun it could be flashing it from about 10 mph! Glad to see those wicked fast times! Looks like its tuning time for the suspension since everything else is there. I feel your track prep pain though. A local track here managed to take my 60' from a 1.58-1.60 at good tracks to a 1.70 first hit...that kinda hurt my feelings reading that time slip until I realized that the vht on the track had been there since before my car was built.
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#23
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Good Job, Darby
Your hard work and diligence is paying off in a car that runs so hard we can all brag about it to our Chevy/Ford/Mopar friends. Simply outstanding. Stuart |
#24
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do you have jet extensions? if you have a Holley style carb.
Last edited by pontiac494; 08-23-2010 at 01:37 PM. |
#25
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Congrats Darby - You make the Poncho Posse proud !!
Go Darksiders !! Jim
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65 Catalina sedan. Allen Thomas Performance 495. KRE Heads at 310cfm ported by SD Performance, ProSystems Dominator carb on ported Victor intake, P-Dude custom grind hydraulic roller, MSD ignition, 3.50 Moser/Ford rear. F-Glass front bumper by son Rob, rear by the old man and joint effort for trunk lid. 3950# w/driver. Best of 9.5761/139 on 175 shot, 6.01 /114 in 1/8. |
#26
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Thats a good pick up in ET and MPH. I have been interested to see how the converter change went for you cause I need a converter also. Good job.
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#27
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Darby,
Congratulations on the new performance. You may remember I told you years ago that making a heavy car with longer wheel base launch really hard was a different deal then the average weight car with W.B. of 108-112. And it takes a lot of trips to try to find the best combination to do it with. I would repeat many of the above listed suggestions, except perhaps in a different order. Don’t spend more money until you are reasonably sure it will improve a known problem. Instead, try a range of adjustments you have for shocks and even the pinion angle. And get used to the new converter. It will tell you the limits of how much throttle (torque) your setup can stand on the initial hit. I want to describe what I have found over the years of working with my heavy long wheel base car. It is a basic setup but with some aftermarket pieces. Here is some good video to watch its launch action: http://www.youtube.com/watch?v=LWO4G-7pwr4 It is a 12 bolt rear from a Chevelle with Moser axles, 3.55 Richmond gears with stock limited slip, lower boxed control arms and an anti-sway bar from an Olds 442, stock upper arms, and one air bag with 18# in the right rear coil. And I keep the original front anti-sway bar on to minimize twisting. It does not inhibit front end lift at all on my car. And in the big picture, its weight is minimal! The wagon has Competition Engineering three way rear shocks set to stiffest compression and softest extension. And I have Moroso rear drag style springs. However, due to the weight on the rear (station wagon), I believe standard or variable load springs would work as well because the shocks are the controllers. We have three way Comp Engineering shocks set to mid range on the front. The weight bias on the wagon is such that on the loosest setting, it has let the front lift, carry a ways, drop, and then lift again when the shocks were set for loosest rise. This total combination allows the axle to drop when initially hit with power as the tires twist/wind - all without pulling the body down. However, as the chassis begins to move, the body wants to stay stationary so it tends to lift the front of the body and try to drop the rear. But the stiff shocks forces the body load down on the tires to keep them from unwinding and bouncing off the ground. If you watch the video closely, you will see the body rolls around the rear axle - that is it does not drop much over the axle/tires but rather the front bumper raises and the rear bumper drops, but the rear fender stays almost the exact height over the rear wheels. The single air bag absorbs the twisting torque of the differential (which tries to lift the right rear axle/wheel/tire) and thus holds the right rear tire down with the same load as the left rear - otherwise, the left hooks better and pushes the car to the right at launch. At this point, I would ask why you have air in the left bag? This combination allows the rear wheels/tires to see most of the load of the body as it tries to lift off the chassis at launch, and the rear shocks don't let the axle raise back up unless it lifts the entire rear body! However, any sudden change in the front lift/hold action will immediately transfer to the rear and very likely let the tires lose traction. And with your long car, any slippage after launch will cause a lot more slippage – just as you experienced. So do whatever is necessary to prevent any jerk or shock to the front at launch. And as long as it keeps accelerating smoothly, the body load will continue to set on the rear shocks and down to the axle/tires. Again, I would not change the tires or any other major component until you have tried a variety of settings and launch techniques – other wise you are just stabbing in the dark. Good luck and incidentally, what does your car actually weigh with the aluminum heads and wheels? I recall 4600# is what you listed when you were running essentially stock with AC parts on it. Keep on wrenching!!! A fellow big car nut Jim Hand Last edited by Jim Hand; 08-23-2010 at 07:47 PM. |
#28
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We were on the St.Croix river about that time, river was like glass. then waves appeared from out of nowhere, not a boat to be seen. now i know what triggered them.
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1970 gto (4spd) 462 500 hp 11.940@114.21 / 1.843 60'/ 3980 lbs 1964 corvette roadster 1968 corvette roadster 1962 corvette "equal rights, not equal things" if you want to know the future, read "atlas shrugged" I dont race a 4spd because it is easy, I race a 4spd because it is hard. |
#29
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Darby you got that Grandville flyin now. Great job buddy.
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Conrad 79 Trans AM 406 #12 heads Torker II intake Crower 60210 750 holley vac. sec. T400 3500 Stall 3:73:1 rear. ECMTTFMFers. IHTTFMFers. |
#30
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The guys that did the track rental were friends of mine. Don't know that they did much with the track. I was slipping a bit and my car usually doesn't slip. A radial car friend of mine that customarily hooks well running in the high 8's was all over the track... We all had a good time though
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The secret to happiness is not getting what you want but rather, wanting what you have. |
#31
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That is really cool to hear. You hear all the time about changes that disappoint wih results, so it is always great to hear when things help as much or more than expected. Great job and congrats!
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1979 Trans-Am. 3900 + lbs. 3.42 gear, 10" 4000+ Continental, 280 cfm e heads, performer rpm, 750 Holley, 242/248 HR cam, 10.2 to 1, 11.31, 117.2 mph, 1.49 60'. |
#32
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Thanks guys!... Jim I plan on only trying to slow the front at this time by going to 60/40.. I an clearly see in the video the car comes up very quick and then it tops out u can see that in the vid and then it shocks it and starts down and its at that time I am loosing traction... I was stalling it up to 3000 then the just nailing it it may like more flash or it may not? at this time it comes out hard even spinning. You Know me Jim I do not just jump ship I keep trying stuff til i can't anymore! probably why the car is so fast ! It is all the little things that add up! I will let the air out of the drivers side. I did it more for looks to keep the ride height the same even tho it has new coil springs in back in 2000. I think the drivers only has 5 psi tho not much. On the weight thing the car was very close to 4900 when i first hit the track back in 2004.. after a bunch of changes and even with the aluminum heads it is still close to that 4600.. maybe 4580?.. but not that much to make a difference.
Ryan Thats funny Chris I agree the track was terrible! With my change on the shocks and better prep I predict a 1.67 60 ft right out of the gate sunday! There talking close to 87 again! ... so still no good weather.
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
#33
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Darby, you need to bring that car over to Virginia for a weekend. I could win some lunch money from my buddies! That thing HAULS!
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#34
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Mike How much Money we talking?
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
#35
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Great work Darby! Now, you know that Grandville will have to go on a diet when you get close to having to put a cage in it! Swiss cheese Grandville!
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1965 LeMans Post Coupe..............I'm not waitin for the undertaker....I'm lookin forward to the uppertaker!..... |
#36
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Thanks Ron!.. There is No place for a diet here
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
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