Quote:
Originally Posted by ANK
in other words for people with no clue the 300 left the line when the light went green not when the converter came up
as for rods and pistons peter what where you using ?
The most depressing part today,is that 15yrs on, a vl with a glide and big turbo will not do that without nitrous still ...
Most interesting read thats been on here for a while, thanks for sharing
cheers
darren
Some original photos have not been recovered yet.
Quote:
Originally Posted by Jet R31
The most depressing part today,is that 15yrs on, a vl with a glide and big turbo will not do that without nitrous still ...
Most interesting read thats been on here for a while, thanks for sharing
cheers
darren
not exactly true..
http://www.youtube.com/user/RAJABRAC...15/oNfGJu8zhvM (http://www.youtube.com/user/RAJABRACING#p/u/15/oNfGJu8zhvM)
DYO and off as soon as the green hits
but yes you are right, the sammuts 300 was a complete different story when it came to heads up racing back in the day!!
Some original photos have not been recovered yet.
Quote:
Originally Posted by PNP
not exactly true..
http://www.youtube.com/user/RAJABRAC...15/oNfGJu8zhvM (http://www.youtube.com/user/RAJABRACING#p/u/15/oNfGJu8zhvM)
DYO and off as soon as the green hits
but yes you are right, the sammuts 300 was a complete different story when it came to heads up racing back in the day!!
Hehe, I remember once upon a time when it wasn't so quick onto the brake
Some original photos have not been recovered yet.
Quote:
Originally Posted by 6BOOST
Hehe, I remember once upon a time when it wasn't so quick onto the brake
That was true in the very early days when we first set the car up and were running T3/T4's. These were no good and we stopped using them and then went to proper racing turbos.
Also, re the question on the transmission, Phil Soderstrom built the powerglide transmission that we ran. In 13 years of racing with it, we had it rebuilt once by Hugo as Phil was getting out of doing them at the time.
After that we maintained the transmissions ourselves.
Some original photos have not been recovered yet.
Quote:
Originally Posted by ANK
they used standed crank man the sleveing reduced the capacity
We did have the same stroke. We sleeved the block to reduce the piston diameter. This had the benefit of greater wall support. It made the engine about square from memory, but when the revs are kept to reasonable levels, this is ok. At the time, in weight for capacity class racing, it suited our purposes. I'm not sure I would go to the trouble though except in planning for some massive increase in power over what we were making.
The RB30 has an 86mm bore and 86mm stroke from memory? So if you sleeved them to a smaller bore would make them slightly oversquare
Kyle
Some original photos have not been recovered yet.
Quote:
Originally Posted by 6BOOST
The RB30 has an 86mm bore and 86mm stroke from memory? So if you sleeved them to a smaller bore would make them slightly oversquare
Kyle
RB30 standard bore is 86mm and standard stroke is 85mm. We ran 84mm bore with standard 85mm stroke - for 172 cu in capacity (2826cc). When you compare that to a typical 0.5mm overbore engine at 86.5mm (for 2997cc) that means we had 1.25mm cylinder wall thickness increase. That's a fair bot of added strength - if it's needed.
Some original photos have not been recovered yet.
Thanks for the clear up Peter, thats great info, I never looked into the bore and stroke and took it for granted as most 3 litres as being 86x86, like a 2J for instance. Great info.
Kyle
