Larry,
I've been outside or watching the 500 all day so I missed the posts earlier.
Indeed the engine is as described. It was built with the idea that I would
switch to a higher compression head, and add an overdrive, thus the camshaft
choice. I did buy an overdrive for the car but never installed it. I still
have it on the shelf. The real problem at track like Hallet is the jump
between 2nd and 3rd. I raced that car one time at Hallet with the 4.10's and
had a blast. I was faster there vs. my group than I was at TWS. I remember
having to be cautious with the redline on the 2 to 3 shift on a couple of
turns, and I think I did shift to 4th in turn 1. I'd use 6,000 as a max an
shift a 5,500 wherever possible. I changed the bearings and rings before I
sold it to Jeff, but that was 2 full seasons ago now. When you get to TWS,
you'll have to remember that the front straight will require you to modulate
your throttle. Glad you are having fun.
Bob Kramer
rgk@flash.net
----- Original Message -----
From: "Larry Young" <cartravel@pobox.com>
To: <fot@autox.team.net>; "Jeff Wilt" <jwilt@leighengineering.com>
Sent: Sunday, February 17, 2002 12:49 PM
Subject: Re: Neophyte Bonding with TR3A
> Bill,
> Bob tells me this engine is a fairly conservative race engine with 10.5:1
> compression, stock rods and a stock nitrided crank. I've been using 6,000
as
> the redline based on what I've read here. Should I take that down a
little?
> It's really easy to get carried away, because with this cam, the car is
> pulling real good at 6,000 (better than after shifting up), so it take
some
> self discipline. This is a really good car for a beginning racer, but I'm
> always thinking ahead. Since Hallet is like my home turf, I'd like to be
> ready when those Texas and Colorado boys show up in the fall.
> Larry
>
> Bill Babcock wrote:
>
> > 6000 in third at the end of the straight. Hmmm. You are aware there is a
> > fourth gear aren't you?
|