CrazyDavey

what Paul said....switch should have been which...if the sidewall is too flexible then it will collapse on the rim which is not good...you want the tire to take the punishment so the sidewall needs to be pretty stiff with a heavy car...

Mike the biggest thing with the taller tire is more contact patch. My testing showed the rollout trumps width, increasing rollout by say 2" is like adding 3" of width. Plus it gives you more sidewall switch makes the tire stiffer. A big heavy car needs a stiff sidewall tire so keep that in mind when selecting a tire. 5800 would be max for that cam, it's on the downhill side of making power by about 5500....

good job Mike...awesome!!

awesome Mike....go get some new safety clothes and let her hunt...

so about those new numbers.....

sure Mike..I guess what I mean by up on the tire is that when it does what you said if all things are working correctly the rear body will separate from the chassis...as the tire hooks it's driven into the ground by power and the chassis's role is to keep it planted there...when that happens the the body is literally being pushed away (up) from the chassis....so when you slo mo a launch you will see more space between the wheel well lip and the rim....if it's working that's the closest the tire will ever be to the car is when it's sitting still....so in this case there is no squat..the front is just coming up higher than the back but they are both going up....the spring are there basically to set ride height (instant center) ...the shocks are doing the work....sometimes some squat is necessary if you have a really crappy track so you take some compression out of the shock and add rebound to slow the tire hit......

you need to get some good videos of the launches Mike....I'm betting it's not squatting at all but really going up on the tire with good weight transfer that looks like a squat...if it's not doing that then there is more there with suspension tuning...

I told him move the chip up and let her eat...his light is only 6400....

very nice..great job!!

outstanding as usual Mike...can't wait for the numbers....

no I put a Straub cam in it Mike....picked up 4 tenths...

congrats Mike..those are great numbers for the first time out. That's about where Red's car started out and after some tweaking we finally got it down into the 11.60's @ 117 with her just putting it in drive. There were several 10ths on the table but she told me to go play with the Chevelle and leave her car alone...

awesome Mike!! won't be long now....

I think most of it is the aluminum rockers Terry, I used steel ones in the Monte with the Morels and they were dead silent. On the Chevelle I only turn them down about an 1/8 turn so they make a lot of racket...but with open headers.....

Greg...lifters breaking over 6k? I would say bs....if that was the case then they are using stupid cheap lifters for a build like yours. When they say "hi rev" that could be anything (Morel uses no such terminology) so it would be nice to know what they put in there. The bleed down rate on my Morel 4603's after over 300 passes was still only 3%, what they are telling you makes no sense. Bleed down has nothing to do with the valvetrain's ability to carry the rev specs...that's lifter type, valve spring pressures and geometry....

thanks Mike...no I didn't...I'll have to tell him about it... how's the new motor coming??

the most important part is the shift...if I feel it start to hang good I shift immediately (don't wait for the shift light!), that helps soften the landing. There have been a couple of times when I wasn't paying attention and waited too long, that's when it will come down hard. It's never hit the headers but it did get the pan just a bit..not enough to really hurt anything but it did crumple a corner of it. A couple of times it stayed up so long it actually ran out of fuel in the front bowl causing the motor to hesitate and come down a little hard...you just have a feel for it after a while and you know it's time to pull second...

Greg do you know exactly what Morel's are in it? They have 4..a street lifter for smaller cams under .600 lift (I doubt they are those but you never know)..a sportsman lifter which is the most common (#4603)...a limited travel lifter...these 3 are all in a .842 body...and a new one for a .903 lifter body (very new)....one thing is they do not like a heavy oil, they recommend a 5 or 10/30....40 at the very max...they will make some noise for a couple of 100 miles. The pre-load doesn't seem to be as much of an issue as the valvetrain geometry and rocker type. Aluminum rockers make noise all by themselves and sometimes that's mistaken for the lifters. In the Chevelle you can hear the rockers more than the lifters..the Monte used steel rockers and was totally quiet..both cars have the 4603 sportsman lifters...

having some fun editing......

you're headed in the right direction Greg, it's gonna want all the air and fuel it can get. Even my "little" 509 will take everything I can throw at it. As far as timing I wouldn't expect really big improvements with bumping it but certainly do that. Along with Sam and Mike when I ran mind on the dyno 38 degrees was its sweet spot. That said when we backed it off to 32 it only lost 18 hp and 12 ft lbs so not a huge difference. Of course this will very from build to build but it gives you an idea what to expect....when you have a few extra $$ you will need to call Patrick at ProSystems for a carb built to your motor/setup specs...

came out really nice Mike.....great job!!

yeah Gregg you need to feed that puppy....actually -10AN is considered 1/2" id......I run -10 out of the tank to filter...pump...to reg...then -8 from reg to carb...