GASSER MUST HAVES and cant haves?

I plan to slice pretty deep into the cowl on my A for blower/injector clearance too....I always loved the way it looked when cars had a little box built into the windshield for the injectors/scoop to be housed in.....Looks so badass..!

Scott


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Interesting - that was the only pic I had of the car.

 

That sounds awesome!
Now not to beat a dead horse but does that mean that some gassers got away with notching the windshield? I just don't want to letter my car incorrectly.

 

I wanted to set my engine back further, but it complicated so many things to do it. I stopped at just setting the firewall back, and notching it in the cowl enough for the scoop and distributor. It saved me from chopping up the floors more than I already did, and allowed me to use Patriot fendewell headers for a Tri 5 Chevy with a BBC engine without mods.

 

Indeed! It's a major undertaking. Not to mention figuring out how to physically get the engine that deep into the cowl because your typical engine hoist will not reach.

 

Well, that big pic of Thuneys '55 is the Winternationals, and I believe it still has pie crust slicks which would probably be 65-67 at the latest and although he doesn't have a scoop, the injectors are into the windshield/dash. Since this is an NHRA National event, they would be more likely to bounce the car out of Gas and into and Altered class but it clearly has C/G on the side,and is shoe polished on the windshield, so I think we are good to go on that one.

 

Super cool!!! I'm posting with my phone and couldn't make out the details of the pictures very well. That's very good news. Thank you for the help!

 

I was also concerned with whether I could ever pull the distributor without pulling the engine! I hate having little maintenance issues like that! Since I've had distributor issues in the past, I sure didn't want that nightmare!

 

Here is an old thread on engine setbacks.

http://www.jalopyjournal.com/forum/showthread.php?t=296559&showall=1

Yesterdays Child

 

Yes I was also fearful of that at first. I am still sorting it all out but I have a bolt in firewall as well as a tranny tunnel that I plan to be able to remove the top on to pull the engine and tranny as a complete unit. Firewall is finished but still working on the tunnel. I'm no metal shaper so it's rather primitive and boxey.

 

Suicide King is such a crazy looking altered Stude!

 

And a LONG way from being a Gasser

 

Yeah, more of an altered, but probably mostly an exhibition car than anything else!

 

Since a long time ago this was started as Gasser Must haves - Here is something My Gasser not only Must have, but just got

 

Golly Don,I think you need a little higher dome on those....Haha!
That is pretty angry looking!With the chamber size you are gonna run,what does your static C.R. work out to?I'm betting 15ish:1...?
That thing is gonna be a wee Monster!

Scott


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OK, here's another question, as I'm too old to recall myself. Does anyone remember when "line locks" for your front brakes first came into use? If I recall the first ones were mechanical, not an electric solenoid.
I've got one on my Austin, and I do like it better than just hammering the throttle to heat the tires, but just wondered when they may have come into use.

 

I have some '65 SuperStock magazines that have ads and articles for the brand new "line holder".


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Hi Don

Are those new Pistons a shelf item or custom, they should really be rounded off and those sharp edges be sanded down then coated

That sharp edge in the corner of the intake valve pocket that cuts into the ring land area is not good at all

Always better to be on the safe side and not hole a piston as that makes for a bad day!!

G Don

 

With my 108cc chambers it works out to 13.73:1 comp, and we'll be bleeding a fair amount off below 3,000 rpm with the cam i am running

Don, Mahle made those for us. They assure us that the edges (which look a bit sharper in the pic than real life) are Not an issue and these are coated. I have used Mahle Pistons in race motors for many years and have Never had a failure (including a Twin Cam HKS motor that turned 10,500 RPM in a rally car that would run for as much as 8-10 hours a day for 2-3 days on end). They have been at it since 1920 and haven't steered me wrong in the 30+ Years I have used them.
Your comments are appreciated though
Don

 

Rally Car!?!?
I bet that's more fun than you can even describe!

108cc chambers,wow,those are big for a sbc.What heads are you running again?Forgive me if I keep asking stuff you've already been over.
I can't wait to see the finished motor.You don't really have much time for stuff that's done 'half way' do you?I bet this ones going to be set on kill


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Yeah, I did rallying back in the 70's and 80's as a Pro Driver for Mitsubishi and then Dodge.

This ain't no wimpy SBC, it's a BB
On rectangle port heads, the Open Chambers were generally 113-118cc, the "Closed Chamber " were 100-110 cc. On the Oval Port, they were more like 97-100 on the closed and around 113 for the open, so my 108cc are right n the middle for closed chamber big ractangle port heads.
We are flowing right around 355 cfm on the intake at .800" and 260 on the exhaust. The cam is a custom job by Comp for us, it is basically a Super Gas grind

 

I for one am enjoying the twists and turns in this road to knowledge and understanding.

 

I thought that sounded like BBC size specs,but I swore you said you were going to stick with the sbc combination cause the bbc was too unpredictable with the 4 spd....I must be getting old and crazy...lol



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No I am staying with the original and very unpredictable set up which was a BBC and Muncie M-22 and then steer if off the walls If we start to run serious again, then a small block might go back in, 800+ Hp witha a ton of torque is an awful lot for that chassis set up of the 60's

 

I agree with you. For me, the main thing to come out of this is today's gasser classes have very little to do with the old rules (of which changed on a somewhat on a yearly basis from 58 -69 ). For most, best to pick a group you want to run with ( or a track )and build the car to their existing rules. And that only applies to those who are building cars to race. If just a "street gasser", none of this really matters.
Now as far as the history of the gas classes go, I think it is still important to have the old rules (in writing) for future generations. We are lucky to have you guys who were actually racing in the gasser classes back in the sixties to fill in all the blanks and tell us "like it really was". And any of the old gassers that have "survived in there original state", nice that a few did survive and not be up-graded or altered in the past 40+ years. Cars such as Gene Cromer's A/Gas Willy's are few and far between. Certainly a part of Drag Racing history.
Long live the Gassers.

 

Hi Don

I guess i'am just from the old school where you blended all those edges for a better flow path

Maybe in todays thinking those crisp edges help turbulate the air-fuel mix better?

Plus they do give you a tic more C/R

G Don

 

Don, I think the current thinking is it makes NO Difference in air flow with in the combustion chamber, MUCH diffeent than in the ports. It was also believed that the sharp edges could create hot spots, but that is pretty chm discounted these days as well.
Don

 

That setup sounds so violent,squirrelly,unpredictable,and excessive......It's just about perfect,really,isn't it...?
What kind of bore/stroke are you looking at?More of a 427 style short stroke/big bore or something with longer stroke?I bet the short stroke motor would be like a stick of dynamite in that little car.....I'm giddy just thinking about it...!

Scott


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