Bri, Rhys, Don, and all the people who made the project possible
No Tech problems with the inspection. They didn't even make me jack it up
and pull the belly pans. I have to replace a couple of bolts that aren't long
enough to engage all the Nylox on the lock nuts, but the log-book is clean.
I have to get a slightly longer lower portion of the lap belts (they're
out of the dragster) to make adjustments easier. The same problem we have
with the dragster but worse because Ed can't reach the adjuster mechanism.
Only one run, running alky I pedaled it in 1 & 2, short shifting at
about 5000, then put some leg in through the rest of the course, running 5000
at the clocks (156+). The engine was lazy, but considering that I
short-shifted it, I haven't a clue where I am on the pill, the gearing is for
200, and the cam is pretty long-legged (110 deg. lobe centers, 278 deg. at
.050"), and the compression (10:1) is a little low for alky, we can only
learn and hopefully improve.
The car handles well, the steering is nice and slow, no dust in the
cockpit, the chute deploys OK, and other than the crew getting used to a new
"ride", things are very good.
The car got lots of attention and VERY favorable comments, the most
common being "really a nice ride" (racer lingo meaning they like it). Bev
Stanley, the SCTA gal, took several pics at the end of the run, saying that
the car would be used in the 2000 rule book Modified Roadster section.
The other high-point of the day was the Les Leggett-Mirage "C" Lakester
(305-370 ci blown fuel) that made a 312 mph pass while I was strapped in my
car waiting to run. That's the second-ever 300+ pass at El Mirage, following
the 306 of Carr-Kaplan in 1990.
Now I have to check the roadsters vital signs, fix a few things, and if
the engine isn't hurt prepare to leave one week from today for
Bonneville.......
Again, thanks to all of you for your help and encouragement throughout
this project...........................Doug King
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