The Report function of the forum works well. If you see someone acting up, acting out, or just being an okole, use the Report function. It works! I have it set up so it not only sends me an email, but that email is then marked with a flag, and get's put to the top of my email list. I will try to access/look at the report/topic as soon as possible, but remember, I'm on a six hour time delay, and other mods not only have a life, but a real job as well. k den
This area is well known for a lot of racers in different categories of racing. Rte. 30 Dragway was a hot bed for drag racers back in the day: Bill Jenkins, Jere Stahl ( Stahl Headers), etc... And sprint car racing is huge here, the best in the business run and ran here.
To add to the injection discussion I build sprint car motors and we still use mechanical fuel injection on these motors. Hilborn,Kinsler and Engler are the biggies now. Although Hilborn is not real popular anymore on the sprint cars.
Tuning can be tricky but common sense usually helps. A weather station, and a good engine dyno are my preferred tools to get these things right. Mainly because if your a slight bit off...... with the compression we run in the 410 motors........ your melting some pistons. Many factors come in to tuning,main pill size,nozzle size, high speed pill size and pressure, secondary pill size and pressure,nozzle length and stack size and length. As stated short tubes tend to increase high rpm power at some low end torque expense, but they tend to make the engine more "driveable". Common practices now are to run a large diameter injection....say 2.9 to 3.0 and run reducer stacks like 2.13/16 or 2 11/16 on the 410's on smaller cube engines we run 2 1/2 or 2 5/8 with reducers as small as 2 3/16. Top end HP is not affected as much as you think doing this and by doing this the engine "squirts" of the corners and on restarts much quicker and smoother.
One final thing which was touched on shorter tubes and bigger diameter generally means more top end power less torque, taller stacks more low end torque slightly less top end HP. Smaller diameter tubes tend to make more torque down low also. These are only generalizations because some engine combos can throw the normal out the window.
I will be there. It will be my first NNL or contest of any kind that I have ever attended other then my model club meetings. I am only going on Saturday because of prior obligations but hoping to meet some of you, and seeing some cool models, and spending some money at the vendors tables.
F-1 engines have a 1" stroke that's why they turn the rpm's, they have minimal torque that's why they have so many gears to get into what little torque range they have to get off of the corner, and accelerate from a stand still and their torque range is very high in the rpm band. And I never said you didn't need horsepower but there is truth in torque wins races. I'd hate to see a sprint car motor with only 500 ft. lbs try to pull off a corner on a tacky track, it would barely be able to accelerate to its peak power rpm if at all.
I am a one at a time builder. I remember always being told to finish what I start and for me anyways that means concentrating on one model at a time. Plenty of guys can build several at a time, but I'm not wired that way. I can definitely see where down time waiting for stuff to dry is eliminated but I generally will look for reference pics and so forth for projects I have planned.