|
 "Make
sure you’re not aerating inside the fuel cell. Your
return line must be returned to the bottom of the fuel cell,
so it doesn’t aerate or foam the fuel."
 "Always
check your carburetor to make sure it’s at wide-open
throttle. It doesn’t matter if you didn’t change
the linkage or anything. If you have had the motor out of
the car or the carburetor off, always check for wide-open
throttle when you’re ready to re-fire. Also, always
make sure the throttle linkage isn’t hanging up on your
new air pan or on the firewall.”
  "Air
pan/air filter: All carburetors should be sealed to the scoop
with the air pan. It is critical that the pan fit tightly
and is sealed all the way around. This makes for best performance.
Otherwise, turbulence can be created, adversely affecting
air flow. Also, when building and fitting a pan, make sure
there is no way the throttle linkage could hang open or catch
anywhere.
“With air filters, we try to run them in our scoops
whenever possible. Barry Grant/Rush Filters (pictured, on
Mr. Wilson’s wife Fran’s dragster) makes a flat,
compact unit that fits in these scoops rather well."
ADVERTISEMENT
 |
 "Concerning
hood scoop volume: Another hood scoop problem that can be
easily overlooked is volume, too little clearance over the
carburetors, and so on. We had one Competition Eliminator
customer who couldn’t get his car to 60-foot right,
and he had tried everything, from gear ration changes to four-link
settings, etc. One day he flashed the converter without the
scoop and then put the scoop back on, and noticed an audible
difference. He had the scoop too close to the top of the carb
and was choking the engine on the starting line, since there
was a ‘ram-air affect’ going down track.
 “Rear
tire circumference: Rollout is a very important number. It
affects gear ratio, which translates into speed and elapsed
time. Pro Stock teams measure numerous tires to get specific
circumferences that they use to fine-tune gear ratios ever
so slightly. Never take a manufacturer’s dimensions
as gospel. We mount the tires, set the air at five or six
pounds and measure them with a “tire tape,” and
record these measurements in our run books.
“What is even more important is in making sure that
both tires are the same. We never run more than a quarter-inch
difference between the two. Why? Because the faster you go,
the more the car wants to drive in the direction of the smaller
tire. This is how they help oval track cars go left faster.
This problem can lead to some very serious situations, as
the driver is trying to steer the front of the car in the
opposite direction than the rear of the car is going!”
|
