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Glenn's dragster thread
GlennLever:
We have a two part video project this time!
Part 1 Of installing the transmission into the Front Engine Dragster
This video contains the modifications needed to make the flex plate work to install the transmission into the Front Engine Dragster.
There is a link at the end of this video to the second video.
The mounting holes needed to be opened up to except the bolts, to bolt the flex plate to the crankshaft.
We run a six bolt torque converter, so the flex plate had to be drilled to accept the new bolt pattern of the torque converter.
We did a better job than the professional transmission shop that did it the last time.
There is a link at the end of part one to part two.
Part 2 Of installing the transmission into the Front Engine Dragster
This project ran long so I have broken up into two easy to watch video (I think).
In this video the front seal in the transmission removed and replaced, the torque converter is installed in the transmission, and finally the transmission is installed into the front engine dragster
GlennLever:
In this video we will remove an old valve spring from a head, determine valve spring install height, install the needed shims, and install the new valve spring while the head is still bolted to the engine.
We will then test out calculations by measuring seat pressure with the valve spring installed.
It was pointed out to me that the springs I had installed on the new engine in the Front Engine Dragster did not have enough seat pressure for my expected top end RPM of 7,800.
What to do? My mentor, Steve Walczak, found a set of Comp Cam springs (#996) that were a good compromise between seat pressure and open pressure with the lift that I have.
My valves are relatively small, and light, so I can get away with a little lighter seat pressure. I will be shooting for around 338 pounds of force at close and just under 800 open.
I have a strong valve train, a copper struck solid roller cam (Engle), .135 thickness push rod walls (Trend), Shaft mounted Crower rocker arms. So…..it should stand up to these pressures.
GlennLever:
Modify and install the Coupler Driveshaft into the Front Engine Dragster
In this video we modify the coupler between the transmission and rear end to accept two additional locking collars.
There is no universal joint in the drive train of a Front Engine Dragster. A coupler takes it's place.
There was an incident in our racing series last year when on came loose and did some damage. I would like to try and avoid that kind of excitement, so we are doubling up on the locking collars.
DON:
Glen,couldn't you have used split shaft collars and not cut shaft ?
DON
GlennLever:
--- Quote from: DON on April 12, 2018, 06:56:54 AM ---Glen,couldn't you have used split shaft collars and not cut shaft ?
DON
--- End quote ---
There was no area for the split collar to tighten up on. Cutting the driveshaft, although nerve racking had no unwanted side effects.
No, wiring, say it isn't so
Wiring, Here we go, This is the "Brains"?
I did not complete a project this week.
Thought I would just put up a progress report.
Drew up a circuit diagram for the Points box, 3-step, RPM Signal Generator, and RPM Switch.
Actually turned some screws, or in this case crimped some wires.
Learned that I need a magnifying glass in order to read the numbers on the back of Deutsch Connectors.
It would be nice to be able to report at the end of next week that the wiring is done.
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