Twin turbo charger Attachment 55593Attachment 55594Attachment 55595Attachment 55596Attachment 55597
Printable View
Pay attention, there is going to be a testAttachment 55603Attachment 55604Attachment 55605Attachment 55606Attachment 55607
just hook up those wiresAttachment 55608Attachment 55609Attachment 55610Attachment 55611Attachment 55612
Any body got a wiring diagram?Attachment 55613Attachment 55614Attachment 55615Attachment 55616Attachment 55617
Chuck Samuel tunes the car for Steve Matusek of Aeromotive fuel systemsAttachment 55618Attachment 55619Attachment 55620Attachment 55621
I know there's lots of repeated angles in all these pics, but for anyone wanting to study the stuff will find lots of top shelf modern day HORSEPOWER making gadgets-------------
You offered to help!?!? With wiring or ..... DRIVING? :LOL:
and its a stick shift---none of that powerglide stuff
on the only pass he got to make over the week end , Steve went 6.16 at 245.49---waaayyyyyyyyy faster than we went with the front engine dragster and we held NHRA and unofficial world records----------
The systems can only be describe with multi angles of pictures. I'll be looking at these more just to spot what I missed the first time around. The turbo set ups are some kind of deal, electric and plumbing could be complicated to sort out. Thanks for these shots I really enjoy looking at the pro race hardware, never get tired of seeing this.
BTW that's a Ford I can respect.
:)
Neat pictures though some of the wiring leaves a bit to be desired.
Wiring on a car with systems like this one CANNOT be all put together in looms and wraps--you got to be able to chase down issues easily----there are so many facets of the construction and set up of race cars like this that just getting things mounted so you can service them and watching out for weight balance makes it more complicated than you would think---guess the reasons I liked top fuel back in the 60/70s???? simplicity---one wire to kill the mag, one fuel line to engine, one smaller idle bypass back to the tank!!!!!!!!!!!!
First test question-----who noticed the numbers on the plug wires and the firing order written on top of the manifold???
OK, now in 50 words or less, thuroughly describe any thing you noticed there -------
Second----what do you think of the way the front ends of the 4 link are mounted?????
Third-------system for securing jack to lower frame rails???????
Fourth----did you notice valve stem cap missing on the rear wheel????at 250 mph think centrifcul frce would open and let air out
Fifth------the third photo (of the wheel well area) is on a different car than the rest of the pictures---------a little bit of mischief surfaces in me when it rains at a race------------
Jerry, I noticed in pics #1 & #3(the different car) of the rear ends and pic #7 of the front strut there appears to be a pneumatic strut type device with an electrical lead mounted next to the rear shocks and the front strut. Is this a sensor for data acquisition?
BTW, I did notice the firing order written on the manifold and the different car in the 3rd pic due to the different caliper location, axle flange and rear shocks (with different sensor location).
Mike
Mike
Every thing has sensors hooked up-------
your in Tampa and probably more awake than some of us--------
altho why they didn't use a Ford spark plug numbering-----
Jerry, isn't it common in racing applications to change the firing order when grinding crankshafts and cams? Besides, Ford's cylinder numbering sucks, 1-2-3-4 on one bank with 5-6-7-8 on the opposite bank. :whacked::whacked::LOL::D
Mike
I was struck by the number of "adjustable" attachment points where fine tuning of the chassis and all "mechanical" things could be tuned and tweaked by turning in or out on fine threaded ends or moved up or down a "notch at a time".. I know everyone builds drag cars this way but admire the science involved and have a very healthy respect for those who find hundredths-of-a-second (literally) in the little details.
Great pictures, Jerry.
Regards All,
Glenn
