Bob and all the people from SDRA I plan on running the car at Tulsa May 30th. My goal is tobe over 100 mph and in the 13's. I realize that isn't competitive but the fun factor way outways the competitive factor. If I ever get the other engine together I hope to be competitive. The Okie Outlaw flathead is really out on the outer fringes with 11.62 and I don't know if I could ever do that unless I built a super light chassis. Anyway Bob save me a place on the 30th. You guys are really a great bunch to be around.Roy
348 Iwould think you could get into the 12.90s withthe set up you have. I base this on the fact that the HORNET did itthe first year with about the same set up you have, we had 2 \1 barrel carbs a cam 261 /8to 1 compression cars weigh about the same same rear gear.WE were glad to have you and enjoyed talking toyou. looking forward to seeing you inthe 12s LJ
I believe it is an automatic. The thing is this is a super light weight chassis. I raced him and he had a 1.74 60 foot time 7.41 in the 1/8th. He just squirted out there, it wasn't car lenghts ahead of me but Peterbuilt lenghts ahead of me. He has it down good and it is a real nice car. I was haveing trouble with the clutch, lots of smoke come off it and so my 60 foot times were in the 2's my best being a 2.17. I hope to have that fixed on the 30th. Also one of the guys said it was a large by huge flathead [331 cu. in.] I didn't ask the owner but it is one fast flathead. Roy
The Outlaw is very well put together and that converter is set up real nice. I'll bet it's one of the hottest flatheads (Natural, on gas) in the country right now. It was never intended to conform to HA/GR rules, so please don't judge your HAMB rail against it.
That must be a strong flat motor and somewhere around 3.375" bore x 4.5" stroke for 322 inches or 3.438" x 4.5" for 334 inches. That has to be the biggest flat motor I've ever heard of. The automatic would make it smoother on the launch also. I wonder what the car weighs? Ron
300 inch FH not a 331 there is not one thing on that car that does not have to be there. They put alot of thought in to the car
Mike told me about the 1200 pound mark....every time I look at that car the clever details hit me.....tis one very smart and tuff car, which they know how to drive. But, as mentioned above, it's not trying to be a HA/GR, so please don't try to measure yourself against it. Cheers, Drewfus
Damn Roy, That is a nice looking car..Work on you clutch managment a dab, And you'll be right up there with the rest.. I too have this to look forward to..Haven't messed with clutches for quite some time..We'll be out there with you guys soon..By the way, I know where there is a 357 cu in flathead..BUT, Its built from a Lincoln flat motor. Runs at "B"ville.
Ok Drewfus I'm going to try this. The popup blocker keeps me from putting photos on. The Norton popup blocker that is. I'll try for a shot of me and Bob coming to the starting line and then the intake manifold. That manifold took days not hours to make. Roy
Drewfus, Roy's picture of the intake doesn't do it justice. I saw it in the shop and the workmanship is top notch. It makes me want to redo mine. Roy, Let me know how you do at Tulsa. By the way, JE said the pistons shipped yesterday. I balanced your crank today and the rods are done. I think it will be difficult not giving the UPS man a hug when he delivers the pistons. That will be better than Christmas. Ron
Hi Ron, I saw Roy's intake in Tulsa, they are a work of art and from what I saw that nite, he doesn't need those parts from you until after may 30. Please
I think Roy's been holding his breath waiting for these parts. Unfortunately the parts suppliers don't seem to care if we hold our breath until we turn blue. Roy plans on picking up his engine a week from Monday. I bet he has it all together by Wednesday. Ron
I was able to get my diamond pistons in about 3 weeks. It took me about 4 weeks to get Ross pistons. Joe
I went to Tulsa and had a bad night. I found that I had the timing off so corrected that and leaned out the carbs. The engine sounded really good. I pulled up to the line and the tires acutually broke loose and I shifted to 2nd. It pulled really good and I was up to 6000 rpm's fast. Then I couldn't get the gears to change. No matter how hard I pulled on the lever it would come out of gear. I slowed down to maybe 40 mph and finally made the gear change to 3rd. The car really accelerated good but only did 87 mph. When I got to the pits there was no getting the clutch to release no matter what adjustments were made. I jacked it up a little bit and looked throught the linkage hole and it appears that the facing came off the disk. I can see why the SDRA guys run Powerglides. This clutch business is disheartening, I'm going to go to a metallic disk. I'm also going to get my cousin to build me a powerglide. With the motorplate I can switch back and forth. With just one meet at MO-KAN a year I can run the stick trans but on the eight meets of SDRA I can run the powerglide. This is supposed to be fun and I don't know what is wrong with the clutch but I want to run down the track just once with the engine putting out all it can and the car going forward without breaking something.Roy
Well folks ROYs engine sounded strong and the run looked strong up till the time he had to shift ,once he got it gear it pulled hard . one of the guys watching said that would have been a 11sec run with a glide . ROYs a contender when he gets the bugs worked out WE should have 2 more cars for the next event DonAlexanders GMC and JOE HAMBYS slant 6 .we also lined up a sponsor for the events
I still have a standard tranny, and have no plans to change, but is it time for a standard and automatic class? I use a kevlar disk. With 2 classes you could call them HA/GR and HA/GR-A
As an old friend used to say, "you can make it as complicated as you want". Rather prefer the KISS principle myself. We can regulate the class to death rather quickly, or keep it in the spirit of "run whatcha brung" and have fun. I'd rather lose to a 302 GMC with my 218 flathead 6 Dodge, than run in a class where everyone was "equal". Look how boring the brands have become in Nascar where the only difference is the corporate badging on bodies that all look the same. The challenge of this class is trying to make what you want to run be "equal" through innovation and shade tree engineering. If I'm not able to generate the same horsepower as the "big dogs" I'm happy to make the car lighter to equalize as much as I can and hope that my skills as a driver may give me the advantage. I may lose more races than someone with a shop built car and engine, but the David and Goliath story always made me smile. Always have rooted for the privateers and runts of the litter. Sorry for the rant, but it seems like some people take this whole thing too seriously. I may not have the fastest car, but I plan on having the biggest smiles per horsepower running some neat old stuff.
The Okey Outlaw flathead has no problem holding his own against GMC's or Chevrolets. Lightness counts. I went to KC yesterday to pickup my block and pistons. Now comes putting everything together. I know the fun factor is what motivates me, If I could just pull up to the line pop the clutch and make a run without the clutch slipping or coming apart that would be fine. I am running a Zoom street strip 3000 lb. clutch with an organic disk. This seems to be wrong but Bob Hindman said with VHT on the strips second gear starts will give a standard clutch more than it can handle. My situation seems to bear that out. The guys up in Wis. seem to be doing fine but I'm not aware of what they are running. I would love to rev my engine up and pop the clutch like Cowboy Bob does but mine does not react the same as his. This racing has changed an awful lot in the last 40 years. It used to be trying to get a bite now there is to much.Roy
HA/GR is a game of skill and engineering. My team mate Brad Green has cut a near perfect light (.007 I think). Not everybody can do that with a manual trans. Could he do that with a big-inch, high compression GMC? I don't know, but I'm pretty sure I couldn't. My point is, the manual trans rule favors an engine with a controllable torque level.
Roy, we leave in second gear at full throttle. Lose the organic disc (get a sintered iron RACING clutch disc) and ease the clutch out when you leave. Stage the car (shallow)with the clutch "tugging" the car and hold it with the brake. Release the brake and ease the clutch out (with the throttle mashed) when the second yellow comes on. It isn't easy but if you practice you'll cut good lights and get comparable 60 ft times as the auto trans cars.You can't have your clutch foot on the floor and "dump" it. We learned all of this the hard way. Right Randy?? We finally started winning some rounds and a race when we learned to do this. Oh, this will probably only work with your race motor. It takes some power for it to work. I don't think a stocker will have enough power but you can try. Brad
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