Old car brochures (Read 625 times)

sweet

Damn, that is addicting! Couldn't stop clicking.

That '77 Jeep Honcho J-10 pickup brought back a flood of K.I. memories with the plow on the front, the feet and feet of snow each year, the cold winds the Union 76 ball on the antenna... I loved that truck, one of the best ever!

I've owned a Jeep for as long as I can remember, it's always been part of the family vehicle fleet. That '77 J-10 was my last full size. I went to the smaller Cherokee after that. But the CJs and now Wranglers have always been a member. Still driving my '94 Wrangler here.

Yea, my mini Cherokee was an 86. Nice vehicle and fit the need at the time, but it was not the same as a full size. '75 Cherokee Chief! Another one of my favorites! I've had more CJ's than anything though, couple CJ-7's and bunch of CJ-5's. This '95 YJ Wrangler was the first of it's line in my family.

And I found nothing........... The first was a 1951 Chysler New Yorker Town and country station wagon with a safety clutch (Power Flite ?) transmission. The next was a 1957 GMC truck with the biggest Pontiac V8 made and a special Rochester carb that was not suppose to have been on that vehicle. GM bought it back for 200.00 and put a Carter 2 barrel on it.. BTW, gas milage dropped about 4 mile s a gal to around 16.. Next was 1962 GMC with the first V6 305- got 20 mpg whether it was up or down hill..... Next was a Honda (forget model) pickup truck to haul my bikes to the races (in Japan). This was a 4 cylinder, dual ohc, 4 cvc carbs, 5 speed bugger.. Max speed was 55-60 mph- but Japanese laws was only 60 klicks...... Next was a 1970 Chevy Suburban station wagon, a 196? Ford Ranchero with a 289, then a Chevette crap, enough wasted space, I now drive a 2001 Ford Windstar with 123k plus miles on it......

From a SIX driver

Awsome !



Here's one for you engineering guys...and a good read!

Read this thru slowly and try to comprehend the amount of force produced in just under 4 seconds! The last paragraph puts it all into perspective !

There are no rockets or airplanes built by any government in the world that can accelerate from a standing start as fast as a Top Fuel Dragster or Funny Car…..and that includes any aircraft launched by a catapult from an aircraft carrier. Nothing can compare…..

DEFINITION OF ACCELERATION


One top fuel dragster 500 cubic inch Hemi engine makes more horsepower than the first 4 rows of stock cars at the Daytona 500.

It takes just 15/100ths (0.15) of a second for all 6,000+ horsepower (some believe 8,000 HP is more realistic - there are no dynamometers capable of measuring) of an NHRA Top Fuel dragster engine to reach the rear wheels.


Under full throttle, a dragster engine consumes 1-1/2 gallons of nitro methane per second; a fully loaded 747 consumes jet fuel at the same rate with 25% less energy being produced.


A stock Dodge Hemi V8 engine cannot produce enough power to drive the dragster's supercharger.
With 3,000 CFM of air being rammed in by the supercharger on overdrive, the fuel mixture is compressed into a near-solid form before ignition.

Cylinders run on the verge of hydraulic lock at full throttle.


At the stoichiometric (stoichiometry: methodology and technology by which quantities of reactants and products in chemical reactions are determined) 1.7:1 air/fuel mixture of nitro methane, the flame front temperature measures 7,050 deg F. (Oxy-acetylene on "cut" is 6,300)


Nitro methane burns yellow. The spectacular white flame seen above the stacks at night is raw burning hydrogen, dissociated from atmospheric water vapor by the searing exhaust gases.
Dual magnetos supply 44 amps to each spark plug. This is the output of an arc welder in each cylinder.


Spark plug electrodes are totally consumed during one pass. After halfway, the engine is dieseling from compression, plus the glow of exhaust valves at 1,400 deg F. The engine can only be shut down by cutting the fuel flow.


If spark momentarily fails early in the run, unburned nitro builds up in the affected cylinders and then explodes with sufficient force to blow cylinder heads off the block in pieces or split the block in half.
In order to exceed 300 mph in 4.5 seconds, dragsters must accelerate an average of over 4G's. In order to reach 200 mph well before half-track, the launch acceleration approaches 8G's.


Dragsters reach over 300 miles per hour before you have completed reading this sentence.


Top fuel engines turn approximately 540 revolutions from light to light! Including the burnout, the engine must only survive 900 revolutions under load.


The redline is actually quite high at 9,500 rpm.


Assuming all the equipment is paid off, the crew worked for free, and for once NOTHING BLOWS UP, each run costs an estimate $1,000.00 per second.


The current top fuel dragster elapsed time record is 4.428 seconds for the quarter mile (11/12/06, Tony Schumacher, at Pomona , CA ). The top speed record is 336.15 mph as measured over the last 66' of the run (05/25/05 Tony Schumacher, at Hebron , OH ).


Putting all of this into perspective:

You are driving the average $140,000 Lingenfelter 'twin-turbo' powered Corvette Z06. Over a mile up the road, a top fuel dragster is staged and ready to launch down a quarter mile strip as you pass. You have the advantage of a flying start. You run the 'Vette hard up through the gears and blast across the starting line and pass the dragster at an honest 200 mph. The 'tree' goes green for both of you at that instant.

The dragster launches and starts after you. You keep your foot down hard, but you hear an incredibly brutal whine that sears your eardrums and within 3 seconds, the dragster catches and passes you. He beats you to the finish line, a quarter mile away from where you just passed him.


Think about it, from a standing start, the dragster had spotted you 200 mph and not only caught, but nearly blasted you off the road when he passed you within a mere 1,320 foot long race course.

...... and that my friend, is ACCELERATION!

As an add to Jim's piece on acceleration this came form Dick Brannon an old Ford Drag Racer.

Hi Guys,
The ground effects top fuel funny car I designed for Kenny Bernstein set a record 0-60 time of 0.4 seconds in 1987 - a record that lasted 24 years. It was a large and heavy car by today's standards, but it's secret was a ground effects system that created roughly 1,000 lbs. of aero down force while the car was stationary just prior to launch - and rapidly built to 10,000 lbs. at the finish line. (note: the zoomie exhaust headers provided part of the downthrust at 0 MPH)

It easily got the jump on it rivals, and they simply couldn't catch-up in the remaining 5 seconds of the race even though they were often traveling 20 mph faster at the finish line. We had no way to reduce the excessive down force and tire rolling resistance that built up at higher speeds, so with "only" about 6,000 horsepower, the car's acceleration softened - much as if it were running in soft sand. The car's top speed was only about 270 mph which set no records, but Kenny laughed all the way to the bank - knowing that in drag racing Elapsed Time wins races not the car's speed at the end of the race.

(Note: This was back when Funny Cars were producing 6000 HP and were learning the importance of aerodynamics. After the rules change, Funny Cars and Dragsters today are now approaching around 14,000 pounds of down force with their aero packages and 2000 more horsepower to provide faster acceleration and speed)

See part 2 in the next post

At age 18 I bought a used 58 Chev Impala 235 6-cylinder standard shift 3 speed with 4.10 rear gear - my first reliable car.

The cam drive gear was fiber and broke a tooth and froze the engine. I worked in a auto machine shop and built a 327 short block with fuel injection heads and cam, dual Carter AFB 4 barrel carbs and a 12 pound Schieffer aluminum flywheel. The engine sound was rugged and the low gear allowed me to beat anything in the first 300 feet from a stop light.

I couldn't afford a T-10 4 speed tranny so the engine wound tight in low gear and I stopped racing after 300 feet - didn't want to attract the law with high speed. The car had no V-8 emblems because it was born with a 6 cylinder. Surprised a few ready racers at stop lights.

Then came the draft notice and I sold it and joined the USAF.

Wish I'd put it in a barn... would be worth big bucks today for restoration.

Pat P.