Bogart D10s. Also, since you will have an honest 1400 hp, order your axles with 5/8th studs.
I am not happy yet--the front wheels still sit out too far. I need some shorter front A-arms from BMR.
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Roadrace To Drag Race Project-Lend A Hand
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Bogart D10s. Also, since you will have an honest 1400 hp, order your axles with 5/8th studs.
I am not happy yet--the front wheels still sit out too far. I need some shorter front A-arms from BMR.
Department Of Boost
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That's funny, I think they are perfect. That's probably the roadracer in me though.
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Mark's car has a Accufab Built 5.4, TH400, 4.2 KB, neil chance convetor, racecraft suspension, rear gear 3.50
has gone 7.65 @ 183
He runs on corn juice
I really hope you atleast consider giving Brian at BTS Transmissions a call to discuss the 4R100 option.
I honestly don't think the TH400 is going to give you much advantage over the 4R100 - and you will have the ability to have lock-up, OD and control the transmission instead of shifting via RMVB.
As for the suspension - I have been doing this for a long time. Too many times, I see people go very wild and crazy on their suspension and chassis, to not really pick up much from doing so.
-JPC's car is in the 1.1 and 1.2 range, on off the shelf parts. They also have (2) other cars out there running well into the 1.2X range on the OEM 3-Link with off the shelf pieces.
-JD Coons GT500 (EFI Renegade) runs a 4R100, footbraking......and is well into the 8's, every pass. His car is a complete off the shelf BMR Suspension, and his 60's are consistently in the 1.25 range.
-Billet Pro Shop is smashing down 1.30 - 1.31's with their manual trans TVS GT500, with the OEM 3-Link and off the shelf pieces; their suspension isn't dialed in yet. I think they will be in the 1.2's soon.
-Mark Meiring's car, pictured above got into the 7's, before swapping out to a full chassis/suspension "re-do". Actually, I don't want to claim that, but I know for a fact he went very bottom 8's.
Those are just several with our pieces. I am sure there are many others out there?
This is not a plug for BMR. I am just sharing the fact that you can go very, very quick on off the shelf parts with the OEM Style 3-Link.
If you get into the 1.2's for sixty.....you have to think, how much further can you actually go? Is it worth spending triple the amount, to only have a more complex system - and gain not even a tenth to the sixty? I honestly do not believe so. I am not "too" bias, as we're no strangers to 4-inks and ladder bars; we own them and race them.
I honestly don't think the TH400 is going to give you much advantage over the 4R100 - and you will have the ability to have lock-up, OD and control the transmission instead of shifting via RMVB.
As for the suspension - I have been doing this for a long time. Too many times, I see people go very wild and crazy on their suspension and chassis, to not really pick up much from doing so.
-JPC's car is in the 1.1 and 1.2 range, on off the shelf parts. They also have (2) other cars out there running well into the 1.2X range on the OEM 3-Link with off the shelf pieces.
-JD Coons GT500 (EFI Renegade) runs a 4R100, footbraking......and is well into the 8's, every pass. His car is a complete off the shelf BMR Suspension, and his 60's are consistently in the 1.25 range.
-Billet Pro Shop is smashing down 1.30 - 1.31's with their manual trans TVS GT500, with the OEM 3-Link and off the shelf pieces; their suspension isn't dialed in yet. I think they will be in the 1.2's soon.
-Mark Meiring's car, pictured above got into the 7's, before swapping out to a full chassis/suspension "re-do". Actually, I don't want to claim that, but I know for a fact he went very bottom 8's.
Those are just several with our pieces. I am sure there are many others out there?
This is not a plug for BMR. I am just sharing the fact that you can go very, very quick on off the shelf parts with the OEM Style 3-Link.
If you get into the 1.2's for sixty.....you have to think, how much further can you actually go? Is it worth spending triple the amount, to only have a more complex system - and gain not even a tenth to the sixty? I honestly do not believe so. I am not "too" bias, as we're no strangers to 4-inks and ladder bars; we own them and race them.
I agree with you MR. BMR TECH (Kelly) haha.
I just did what I did to sit the car over a 30 inch tire.
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They must keep changing the combo. Last article I read on it the car was still running a 2.8L on methanol with some crazy mechanical fuel pump. It had just dipped into the 7's at that point.
Looks like they chucked a bigger blower at it and went quite a bit faster.
That is one seriously one bad Mofo.
Love that rear facing TB. I think I need one of those!
He is definitely running a larger blower then a 2.8.
As far as the 4R100 trans, I thought that thing was big and heavy, as in 270lbs.
As far as the 4R100 trans, I thought that thing was big and heavy, as in 270lbs.
You must be out of touch... he's been running a 4.2 since 2011
As far as fastest S197 Chassis car, there has been one deep 7s
As far as fastest S197 Chassis car, there has been one deep 7s
They are definitely heavy.
The TH400 weight is about 145lbs.
The 4R100 weighs in around 225lbs.
That said, I would be willing to bet that the less slip from the 4R going down the track, would more than compensate for the 80lb difference.
I know the Diesel truck guys are running the BTS 4R's well into the 1300+ftlbs TQ range, locking them up, with a hefty 6500lb raceweight.
The TH400 weight is about 145lbs.
The 4R100 weighs in around 225lbs.
That said, I would be willing to bet that the less slip from the 4R going down the track, would more than compensate for the 80lb difference.
I know the Diesel truck guys are running the BTS 4R's well into the 1300+ftlbs TQ range, locking them up, with a hefty 6500lb raceweight.
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I'm not married to anything yet. I'll look him up for sure.
I hear you here. I would much rather go with off the shelf stuff. At my core I am all about the KISS method. I'm a racer, and if that has taught me one thing, it's a lot easier to next day a part, than custom make it.
I'm just looking at all my options and weighing them against how much work I want to do, how much money I want to spend and how "trick" I want to get. Everything I have been doing on this car for 7 yrs has been custom, lots of work and expensive. Going bolt on for a while would be a nice change.
I appreciate the input.
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No surprise there. The last I read about that car was in a magazine. Who knows how out dated that was.
What is that a graph for? Seems low to be his car.
Is it a 3v street car?
^ No problem.
The cool thing about the S197 Chassis and Suspension, is there is a ton of areas for improvement, and tweaking. Again, as you stated, there is so much you can do - but how far do you want to take it.
From my experience, the best suspension and chassis areas to address will be: Very good struts/shocks/springs and limiters if needed....as long of an UCA as you can get/make....as many LCA mounting positions as possible for IC/AS adjustment......and some wheelbase modifications. Everything else is just playing around, removing weight, etc.
The cool thing about the S197 Chassis and Suspension, is there is a ton of areas for improvement, and tweaking. Again, as you stated, there is so much you can do - but how far do you want to take it.
From my experience, the best suspension and chassis areas to address will be: Very good struts/shocks/springs and limiters if needed....as long of an UCA as you can get/make....as many LCA mounting positions as possible for IC/AS adjustment......and some wheelbase modifications. Everything else is just playing around, removing weight, etc.
was the first set up with the 4.2L in 2011 - has made 1400+ now IIRC
Nope, see how I wrote "S197 chassis" car...
it is a 3-link with a custom UCA
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Nope, see how I wrote "S197 chassis" car...
I was j/k
I'm not trying to play in that arena. I think worlds fastest 3v is plenty of goal for now.
In the future I may consider playing with the big boys. But that will be a S197 "chassis" (lots of tubes) with a big, big big block and a couple of turbo's or a really big blower. Still a street car though.
On the 4R100,
Do they offer any other ratios? I think a 2.71 1st with an honest 1400 hp is going to be tricky to hook out of the hole. Especially if he intends on running a 275 tire.
It seems they are rated to 1000 ft-lbs of torque, but it still does not seem as strong as the race turbo 400s and PGs. Then there is the weight, the size, and the cost. I am not familiar if anyone also provides a SFI case for the 4R100--if not you will need a shield and blanket on an already big trans.
I still say the TH400 with aftermarket super case with the 2.10 1st gear is the way to go. Then there is the fact that 5 out of the 10 fastest cars run PGs--probably due to the small size, light weight, and awesome reliability.
Do they offer any other ratios? I think a 2.71 1st with an honest 1400 hp is going to be tricky to hook out of the hole. Especially if he intends on running a 275 tire.
It seems they are rated to 1000 ft-lbs of torque, but it still does not seem as strong as the race turbo 400s and PGs. Then there is the weight, the size, and the cost. I am not familiar if anyone also provides a SFI case for the 4R100--if not you will need a shield and blanket on an already big trans.
I still say the TH400 with aftermarket super case with the 2.10 1st gear is the way to go. Then there is the fact that 5 out of the 10 fastest cars run PGs--probably due to the small size, light weight, and awesome reliability.
^ I am unsure of the fine details.
I just know that I have several customers running them, and more&more are saving their dollars to make the swap.
Not sure where your rating comes from, but I do know that there are a ton of 6500lb diesels with 1000+ftlbs, running them.
On the Diesel forums, you wont see anyone saying they have broken or burned one up. If someone has, I am sure Brian took care of it quickly.
I would imagine, 1000ftlbs in a full size F250....would be easily comparable to 1200+ in a Mustang.
I wouldn't say the 4R is the better choice - but I will say that I personally prefer the lock-up, OD and fine tuning in shift points, etc (technology)
JD's consistent 1.2 sixties, footbraking, on the 275 Pro is pretty damn impressive IMO. He has the BTS 4R100 and Converter.
That car is a legit street car.
I just know that I have several customers running them, and more&more are saving their dollars to make the swap.
Not sure where your rating comes from, but I do know that there are a ton of 6500lb diesels with 1000+ftlbs, running them.
On the Diesel forums, you wont see anyone saying they have broken or burned one up. If someone has, I am sure Brian took care of it quickly.
I would imagine, 1000ftlbs in a full size F250....would be easily comparable to 1200+ in a Mustang.
I wouldn't say the 4R is the better choice - but I will say that I personally prefer the lock-up, OD and fine tuning in shift points, etc (technology)
JD's consistent 1.2 sixties, footbraking, on the 275 Pro is pretty damn impressive IMO. He has the BTS 4R100 and Converter.
That car is a legit street car.
Is there a trans brake for the 4R100? How much hp does JD have?
I am just saying 1400 hp is going to require some different gearing. And when you are sub 8.50, they will definitely be looking for an SFI case or a blanket and shield.
And then there is the cost, all though I have no idea how much one would go for?
From what I have read so far though, it definitely seems like a better choice then the 4R70w.
I am just saying 1400 hp is going to require some different gearing. And when you are sub 8.50, they will definitely be looking for an SFI case or a blanket and shield.
And then there is the cost, all though I have no idea how much one would go for?
From what I have read so far though, it definitely seems like a better choice then the 4R70w.
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Pretty sure it cost about $5,000 to get set-up with the best 4R, Converter, and Controller. In that range. Maybe a slight amount more.
JD's car is in the 1000ft/lb range, to the tires, with his latest tune-up - I believe.
I know it's been close to 160mph, at 3700~ish lbs.
His flywheel HP level has to be in the 1200-1300HP range. I know the car made over 1000rwhp through the 4R, with the smaller blower and less aggressive tune-up.
Not sure about the brake, or the SFI stuff, honestly.
I do know, he doesn't plan on using a brake anytime soon. He is already in the top tier of the class in terms of getting the car to leave.
JD's car is in the 1000ft/lb range, to the tires, with his latest tune-up - I believe.
I know it's been close to 160mph, at 3700~ish lbs.
His flywheel HP level has to be in the 1200-1300HP range. I know the car made over 1000rwhp through the 4R, with the smaller blower and less aggressive tune-up.
Not sure about the brake, or the SFI stuff, honestly.
I do know, he doesn't plan on using a brake anytime soon. He is already in the top tier of the class in terms of getting the car to leave.
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