TomoHawk

I had an interesting ride on my bicycle one day on a 100 mile tour of southern Ohio. I managed about 100 MPH on the bike downhill.

It doesn't look like a filter to me. Just a hard plastic thing with a little hole in it. The hole is smaller than the pintle even. I'll just clean it out with a little carb cleaner when I put the injectors back in.

Higuys, I sent Pallnet some money for a finned barb-rail today. And some socket-head injector bolts (one already stuck) Questions- I had an idea about mounting the new rail down the length of the intake, close to the injectors, keeping it low to the intake, with bent fuel hoses. (pic below) Can it be done? Also, I noticed there's a (plastic) insert in the head where the injector tip goes in. It's a snug fit. Do you have to replace those? I don't see them in any catalog. Is that the "o-ring?" There's a tiny little hole in it, so I expected a bigger hole. Now, I can either send out the injectors to get serviced, or just clean up the intake with some solvent & start reassembling things. thx Will- You going to post a pic of your rail ?

I'm sure they'll get much faster when they get electric technology perfected. As proof, look at the world speed record for electric r/c model boats, which is 122 MPH; gasoline- or nitro- powered models can barely reach 100 MPH. The next electric record race is for 140 MPH...

Right. You have me as an example of a perfect, highly-educated, intelligent person.

Do you think you could adapt this process to work with nuts & bolts? Something like a rock tumbler drum made of steel... thx

Why don't you wire yourself up and see what it's like?

SVRA Vintage racing: (280Z is Historic B-Production, group 8) (L-Jetronic allowed), 2250 lbs, SVRA Supplemental Regulations: (last revised 10/21/2004) Datsun (Nissan) 260Z, 280Z (1974-1978) as prepared for SVRA Group 8, Class B-Production The following cars are covered under these regulations: 1974-1975 Datsun 260Z (2565cc,SOHC I-6) 1975-1978 Datsun 280Z (2753cc, SOHC I-6) Note: Includes 240Z updated to 260 or 280 specifications ------------------------------------------------------------------------ Engines: .047” (1.2mm) maximum overbore allowed L26 (2565cc) Bore x stroke 3.2677” x 3.11” L28 (2753cc) Bore x stroke 3.39” x 3.11” Head material……….aluminum Block material………cast iron Carburetion………….three 44PHH Mikuni or two Hitachi HJG 46W or equivalent (SU)

Add to that there is no thing as decceleration, which is just negative acceleration. You can also throw in "centrifugal force," which doesn't exist!

I'm I'm "only" 75 miles from Mid-ohio racecourse, 50 miles from Dragway 42, 60 miles from Thompson Raceway Park and 40 miles from Norwalk dragway I think I'll go to the LeMans (May 20-22) and Vintage Grand Prix (June 24-26) at Mid-Ohio, but which car should I drive there? thx

Don't you get a headache from hitting yourself like that all the time?

Why are the raceways always so far from your house? seems like it. NOT the highways. :mad:

Then we are done here. Your calculations (however basic) are correct, but don't support the author's point. Actually, the dragster passed the corvette going at much more than the Corvette's 200 MPH, maybe like 350 MPH ( for example), with a final finish speed of over 500 MPH. Not the exact speeds, I would have to calculate them. Gives you an idea.

You guys are TOTALLY off the point. The average speed or the elapsed time has NOTHING to do with the example. The point being made is the the dragster can and DOES accelerate to such a speed that it catches the Corvette. Current NHRA, IHRA, or any other records have NO place here. I can make a similar point with a jogger and a cyclist. If you have a beef with the point, why don't you contact the person who originally put this fact on the Internet and argue with HIM. I have the mathematical proof right here on my table. You can calculate any kind of speed or time you like, but the dragster still catches the Corvette and passes it long BEFORE the finish line. thx

The dragster's finish speed is more like 300 MPH, so the average speed doesn't coount, and the dragster passes the Corvette at more than 200 MPH and finishes way ahead. Remember, the speed is measured during the last 66 feet of the way, so the dragster could still be accelerating or gaining. If the dragster averaged 202 MPH, then it would defintely need the whole track to catch the Corvette, in it even does.

The point in the example was that the T/F car accelerates to a much higher speed and thus passes the Corvette about 2/3 to the finish. The T/F car doesn't necessarily take 4.4 seconds to get to the finish, but you calculated the Corvette did. I graphed it real quick and at ~4.5 seconds the T/F car is going about 300 MPH (at the finish). I'd figure out the equation for it, if I could find my old physics book.

Thanks a lot, Mike Steven- If you assume the calculations are correct, the Corvette takes ~4.4 sec to go the 1/4, and the T/F car catches the Corvette in about 3 sec., then it would be ahead of the Corvette for the last ~1.4 sec., and sould finish way ahead.

how do you delete a post?

Bob Motz does the same thing with his jet-powered truck against a military jet plane. I think he usually catches the plane. The show is on the History channel occasionally.

Steven, You're assuming all people who go to the drag strip are so serious about winning that they use a lineloc. From my knowledge, most people don't. They go for fun, and part of the fun is doing it all yourself. I'm talking about bracket racing here, and even if the other guy has stuff like a lineloc, it's all accounted ofor in your dial-in number. You must be referring to all-out heads-up drag racing. Don't forget about the delay box. Some people use those too. thx

I used to think that you could just watch the last (only) amber light and as soon as you see it start to go out, you gofor the gas, but I think i'd have to do some timing on myself to see how long it takes to go from brake to gas, get the torque converter spooled up, (or let the clutch out without stalling the engine) and get the car moving. I used to know what the brake-gas time was.

WOW- I never thought that the vibrations from the thunder of the cars was vibrating the bulbs to death, which is why NHRA switched to l.e.ds for the pro races. I kinda forgot how loud it is near the start line; another reason for a helmet-- hearing protection. thx

Yoou might consider the alternative Pro style tree where all the amber lights go on for 0.4 seconds, then the green. Having them pop on faster would help you time the green. Having three slow amber lights isn't so bad for the ameteur tree because you can get the feel for the cadence and thus hit the green right on, hopefully. thx

That's the basic idea, but each light is exactly 0.5 seconds apart as well as to the green light, and the times are all recorded to .001 seconds. So you want that last yellow to turn on a fast as it can so you can hit the start exactly on time, even though people are used to doing it the 'old way' with the bulbs. It's just a better way, because ithe tree is the only thing that hasn't been upgraded as much as the rest of the track or timimg equipment.

If the viewing angle is a problem, why is Will trying hard to find a good l.e.d to use on the cars? Or they wouldn't be using them for brake lights and turn signals on buses, trucks, etc. Like Carl said, they probably already addressed it, probably during the design phase.