quote:

Originally posted by Mike Rietow:
If you can work an IC /pickup point setup in your car in conjunction with shock settings to not wind the tire on the rim, these little 9" PBR's are unbelievably good.

I've been doing a lot of testing during Super Pro competition on everything from suspension, fuel mixture/jetting/timing to gear ratio's and converters in between races.

Tire is now looking excellent at the hit and 60 ft's are narrowing in change.

I run 23 psi, short burnout, and relatively loose rebound and tight compression on front and rear dampers/shocks. Relatively high ladder bar pickup point for a quick hit on the tire. Relatively low 3400 leave rpm.

They definitely require an unconventional approach.

quote:

Originally posted by B KING:

quote:

Originally posted by Mike Rietow:
If you can work an IC /pickup point setup in your car in conjunction with shock settings to not wind the tire on the rim, these little 9" PBR's are unbelievably good.

I've been doing a lot of testing during Super Pro competition on everything from suspension, fuel mixture/jetting/timing to gear ratio's and converters in between races.

Tire is now looking excellent at the hit and 60 ft's are narrowing in change.

I run 23 psi, short burnout, and relatively loose rebound and tight compression on front and rear dampers/shocks. Relatively high ladder bar pickup point for a quick hit on the tire. Relatively low 3400 leave rpm.

They definitely require an unconventional approach.

The car is looking good on them PBR's. Did they pick-up your 60' & are you leaving in high gear with them?

I also see you made it away from your so-called duck pond. Good to see you racing again!

quote:

Originally posted by B KING:

quote:

Originally posted by Mike Rietow:
If you can work an IC /pickup point setup in your car in conjunction with shock settings to not wind the tire on the rim, these little 9" PBR's are unbelievably good.

I've been doing a lot of testing during Super Pro competition on everything from suspension, fuel mixture/jetting/timing to gear ratio's and converters in between races.

Tire is now looking excellent at the hit and 60 ft's are narrowing in change.

I run 23 psi, short burnout, and relatively loose rebound and tight compression on front and rear dampers/shocks. Relatively high ladder bar pickup point for a quick hit on the tire. Relatively low 3400 leave rpm.

They definitely require an unconventional approach.

The car is looking good on them PBR's. Did they pick-up your 60' & are you leaving in high gear with them?

I also see you made it away from your so-called duck pond. Good to see you racing again!

quote:

Originally posted by 1800gb:

quote:

Originally posted by B KING:

quote:

Originally posted by Mike Rietow:
If you can work an IC /pickup point setup in your car in conjunction with shock settings to not wind the tire on the rim, these little 9" PBR's are unbelievably good.

I've been doing a lot of testing during Super Pro competition on everything from suspension, fuel mixture/jetting/timing to gear ratio's and converters in between races.

Tire is now looking excellent at the hit and 60 ft's are narrowing in change.

I run 23 psi, short burnout, and relatively loose rebound and tight compression on front and rear dampers/shocks. Relatively high ladder bar pickup point for a quick hit on the tire. Relatively low 3400 leave rpm.

They definitely require an unconventional approach.

The car is looking good on them PBR's. Did they pick-up your 60' & are you leaving in high gear with them?

I also see you made it away from your so-called duck pond. Good to see you racing again!

............. That's not a high gear only pass......Care to share the time slip!!!

quote:

Originally posted by markemark:
Mike, I like your method of slowing to achieve higher mph vs slower et. I believe very short shifting likes a looser convertor for consistency and helps get car up on the tire. What are the 3 gear ratios that you tried with this combination? What rpm at finish line? Is the radial more mph over the bias?

quote:

Originally posted by Mike Rietow:
B KING it's a work in progress trying to slow this thing down without having 400 lbs of ballast in the trunk. I've done 3 gear ratio's this year, had 3 different converters in it, have had the transmission apart to install a Sonnax 10 clutch, that's the slowest high gear with the most drag in low gear, which helped a lot with keeping the tire round at the hit (the drag). I had my 4500 intake & carb on it a couple races too, went 111 mph with it. It was junk though (consistency) with the flat hood, no carb spacer.

I worked on it all weekend in Valdosta, you're not supposed to make changes bracket racing but I did. It had some bright spots.

Joe at BLP noticed I wasn't running a bypass regulator, so he sent one my way as a contingency for winning Super Pro in Orlando the week before bracket finals. Thanks Joe at BLP! Very nice of you Sir, and good call!

I'll get that on there in the next couple days and BLP wants a look at my metering blocks, couple decent races left in the season to see if I can get this thing perfected, it's close.

All in all it's close (tuneup) last couple races, with a perfect ET, no worries of breaking any rules 6.48 and 110 plus mph, which is a good place to be, I think.

quote:

Originally posted by markemark:
Mike, I like your method of slowing to achieve higher mph vs slower et. I believe very short shifting likes a looser convertor for consistency and helps get car up on the tire. What are the 3 gear ratios that you tried with this combination? What rpm at finish line? Is the radial more mph over the bias?

quote:

Originally posted by B KING:

quote:

Originally posted by Mike Rietow:
B KING it's a work in progress trying to slow this thing down without having 400 lbs of ballast in the trunk. I've done 3 gear ratio's this year, had 3 different converters in it, have had the transmission apart to install a Sonnax 10 clutch, that's the slowest high gear with the most drag in low gear, which helped a lot with keeping the tire round at the hit (the drag). I had my 4500 intake & carb on it a couple races too, went 111 mph with it. It was junk though (consistency) with the flat hood, no carb spacer.

I worked on it all weekend in Valdosta, you're not supposed to make changes bracket racing but I did. It had some bright spots.

Joe at BLP noticed I wasn't running a bypass regulator, so he sent one my way as a contingency for winning Super Pro in Orlando the week before bracket finals. Thanks Joe at BLP! Very nice of you Sir, and good call!

I'll get that on there in the next couple days and BLP wants a look at my metering blocks, couple decent races left in the season to see if I can get this thing perfected, it's close.

All in all it's close (tuneup) last couple races, with a perfect ET, no worries of breaking any rules 6.48 and 110 plus mph, which is a good place to be, I think.

quote:

Originally posted by markemark:
Mike, I like your method of slowing to achieve higher mph vs slower et. I believe very short shifting likes a looser convertor for consistency and helps get car up on the tire. What are the 3 gear ratios that you tried with this combination? What rpm at finish line? Is the radial more mph over the bias?

We/I (most) get what you are trying to achieve & other's just wanting to make drama out of it. I would take a different less costly approach to the situation, but I'm sure you have your reasons for your approach.

As for the radials markemark kind of hit on the mph. They should have more mph over the bias ply. I'll try to look at my records about the differences in the tires. I know I shared some information with Banjo between the Hoosier radials (lightweight/standard weight) & the Mickey PBR's. Between the 2 different brands, there was no noticeable difference in consistency! The main difference, between the 2 brands was the weight of the tire (Mickey=heavy), the Hoosier being quicker in ET (you don't want) & I don't remember if there was a mph difference.