If you've ever wondered what goes on back at pit before we tow up to the staging lanes, I recorded this at the Dallas Double race.

Spin over to 20PSI oil pressure with fuel lever at 50%
Engage gasoline fuel pump for 3 seconds
Fuel full-on
Spin over to 30psi oil pressure, ignition on
Once Engine RPM drops and recovers, gasoline fuel pump off, primary fuel to 50%
Wait 10 seconds, water pump on
Water temp at 120, primary fuel to 100%, put in gear, cycle from low-high-reverse-low-transbrake-low-high.
Water temp at 150, primary fuel off, kill engine at 2600 RPM.

 

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Alot of photos I just dumped here. Been busier than a cat in the box. Last 2 weeks at work were over 50 hours and I'm still behind on to-do lists. Going to try and shorten up this week. We'll see how that goes.

So after band-aiding the shifter issue after Tulsa (drove back Saturday, fixed it Sunday), we put the car back in the box and dropped it off at the track on Tuesday for the NHRA National Event.

I sucked all weekend as a crew chief.

In the staging lanes for Q1, I second guessed myself and sped the car up .01 to account for a head wind. Dropped a 6.092 on the board, putting us on the DNQ list. We can't run faster than 6.10.

Second session was late in the evening, I took a 6.13 setup from a previous race, which the computer said would run a 6.07 in that air, then slowed it down another 5 numbers to set up for a 6.12. It put a damn 6.07 on the board. So we were DNQ'd for the race.

Fortunately, there were exactly 32 cars on the property, so we were #31 on the sheet and Wynette (who has been lock-step with us all year, #2 behind our string of #1's in qualifying) was #32 after going 6.08 the first session and 6.05 the second session.

I slow the car down some more (levels of stupid at this point), and the car goes out there and basically tries to stand up on the wheelie bar. It was higher than 2 weekends prior at Xtreme. It jumped off to the right of the groove and dad pedaled it at 200 feet then shut off at 5.84 to coast to a 6.223 @ 212.

That tells you how much I'm having to kill the car from zero to three seconds. When a pedal job PLUS lifting way early, still goes faster than half the field does on a regular day.

So dragster is done for the year.

Project list:

• Repair the front wings using a secondary strut
• Repair the parachutes that have been held on by a single self-tapping screw on each pack (the welds re-broke a while back)
• Re-wire the relay board
• Add a hand-brake secondary hydraulic system

Meanwhile, progress on my truck has now been able to be kick-started.

I have the V6 engine completely out of the truck and ready for the local high school auto shop class to pick it up. I have the harness and hoses tagged so I know what goes where. I'm looking at what needs to be done to clearance the K-member for the oil pan. I need to give the whole engine bay a serious cleaning - probably 2 or 3 cans of GUNK de-greaser, plus a serious sponge bath and whatever else it might take.

 

This is exactly why I don't watch and won't participate in organized racing. You can lose for going too fast. The winner in a race should by definition be the guy who went fastest.

 

But then, the guy with the most money usually wins.

Our class is a great equalizer. There are legal TAD's that run our class with an 18-wheeler, and we're out here in a pickup and tag trailer, sleeping on air mattresses.

 

If you say so, but I can't get my mind past "fastest guy wins." Money might help compensate for low skill, but does not equal skill.

 

quickest

 

Well, I was right on GUNK de-greaser and a sponge bath.



I've used 1.5 cans of GUNK and blown through most of a bottle of Purple Power concentrate. I spent 3 nights this week with the GUNK and water hose and purple power. Went back at it today with wire wheels and wire brushes and the purple power and water hose to finally get it clean.



Most of the grungey spots were on the drive side around the motor mount, I think because that's where I had a casting/freeze plug blow out some years ago.



Tomorrow I'll spray-paint the spots that have rust/bare metal and need to be addressed. I don't plan to completely re-paint everything, but i'm going to try and make it look at least a little uniform.



I know the driver side hard brake line is going to be an issue (conflict of space with the procharger), I think the flex line may actually reach to the distribution block if I re-route it, letting me completely remove the hard line. That would really clean some things up.



I haven't decided if I want to replace the brake booster or not. It's the original one, grungy looking, and if I was gonna change it, now would be the perfect time.



The exhaust heat shields are bolted through from inside the cab, so I'll have to find the bolts on the inside and pop those off so I can properly clean the firewall.



Local High School Auto Tech teacher is supposed to come pick up the V6 Monday Morning.



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Worked on the parachutes a bit today too. We got a piece of aerotube from AED, it's just a shave too wide to fit in the car's tubing - different tubing profiles from different suppliers. But it's close enough that a little playing with the press will make it work.



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