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| 10 years since | Login/Join |
| DRR Sportsman |
if that’s the case then a 615 SR 20 aluminum block at 1900 pounds would probably not find the 4.3X mark except for that one perfect conditions time. I was thinking you would be closer to 1800 pounds | |||
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DRR Trophy |
Elite 20 632...2500 pound door car... 1.080 3.122 4.807 144.71 This was with a very nitrous friendly converter. Going to put a more bracket racing friendly converter in this weekend and see how much it helps if any. | |||
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| DRR Sportsman |
Jeremy Han**** with a Race Tech dragster that weighs (from Jeremy 1790 with him in it with 598 all aluminum Par SR20) has been 4.35 in mineshaft conditions. He also had an all aluminum Par 632 Sr 20 Par he purchased from Thomas Bell that went 4.34 at SGMP in mineshaft conditions. I think, but not sure, Thomas Bell now has a 665 Par Sr 20 that has been 4.3x with him in average cool weather at Carolina. Not sure what it weighs but I would be positive it would be close to 1900 lbs minimum. I know Jeremy’s motors had Pars new camshaft upgrade but the are the original Sr 20 head not Scott’s new Elite 20. Not sure what gains would be had from the new elite 20 head. I have personally seen Logan Watson run 4.52 with a steel block elite 20 headed 615 at sgmp in 85 degree weather. 2010 Silver Dollar Raceway Track Champ 2005,2006,2009 Super Pro points runner up | |||
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| DRR Sportsman |
Jeremy stated that the tall deck 632 was between 1800 to 1810 with him in it 2010 Silver Dollar Raceway Track Champ 2005,2006,2009 Super Pro points runner up | |||
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| DRR Elite |
That’s a lite car. Good info nonetheless. That said, the typical bracket dragster, not built to set low ET and high mph of the world, weighs between 1850-1900 lbs with an aluminum block/conventional bbc head and average weight driver. Most all these 4.30s and quicker players with a 20 degree headed combo have carbon panels, little if any chrome, no accessories like onboard compressor, trans pump etc. some don’t run a win and some have titanium headers too. | |||
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| DRR Elite |
keep them coming who's got what/building what 20 degree combo? | |||
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| DRR Trophy |
Ed, you have a dual shock swingarm Undercover correct? | |||
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| DRR Elite |
yes | |||
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| DRR Trophy |
When I'm around 200 lbs, our 07 monoshock Undercover is 1890-1900 with me in it with tall deck aluminum block 615 11* dry sump motor so depending on the weight difference between the mono/dual and spread port vs conventional, without a dry sump I would definitely think you'd be closer to mid-high 1800s if you go short deck aluminum w/ no dry sump. | |||
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| DRR Elite |
I would go a tall deck wet sump | |||
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| DRR Sportsman |
Logan has been 4.49 with a 1250 carb in a 615 SR 20 steel block Mullis car. He weighs 190, unsure on car weight. Car would go .04-.07 quicker with proper carb, but has smaller 1250 for super comp racing | |||
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| DRR S/Pro |
Your motor to a conventional head deal is a good 25 to 30 pounds less (wet sump to wet sump). Dry sump to wet sump take another 15 pounds off. | |||
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| DRR S/Pro |
If another carb, no matter how big, picks the car up that much, you had issues with the one on the car! | |||
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| DRR Sportsman |
I spoke to Scott at Par with regard to difference in ET from 1250 to 1600 cfm. He told me, if I’m not mistaken, that if you are going to throttle stop race use the 1250. If you are all out use the 1600 cfm. Said it was worth 2 to 3 numbers 2010 Silver Dollar Raceway Track Champ 2005,2006,2009 Super Pro points runner up | |||
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| DRR S/Pro |
Not only do I agree, I have experienced that about 3 years ago. | |||
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| DRR Elite |
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| DRR Top Comp |
Can't tune a carburetor either eh, Ed?  | |||
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| DRR Elite |
  Talk about what you know, not what you think you know! New engine, break in oil , assembly lube, black moly paste. Looks like ATM hit it spot on out of the box based on the O2s and this... 3rd hit on engine  | |||
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DRR Sportsman |
Nice hit. She definitely ridin | |||
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| DRR Sportsman |
not bad 1290. only a 1.03 60' to go 4.42 and 6.96 @ 191 is pretty sporty. what are you thinking, 185 or 186 @ 8.90? ep- | |||
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