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AccurateI love your commitment to racing the Voodoo. It’s like dating a stripper.
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AccurateI love your commitment to racing the Voodoo. It’s like dating a stripper.
Two thoughts on this - first, most race engines get a teardown every season, and that's what you have so that's probably what you need to do. Second, having said the first thing, if you're getting it torn down, ask whoever is doing it to tell you whether it actually needed the tear-down at 45 hours, or could it have gone say, 90 or 100. Are the valves ok, are the pistons and rings ok, etc. If the problem with the voodoo in this service is that the main and con rod bolts get loose, then just drop the oil pan every 20 or 30 hours and re-torque them. If that's all that's shaking loose, you're good to continue until everything else is ready for a refresh.Two others were a teeny bit loose (maybe a few ft lbs). But none of concern. I'll probably just pulling this engine every offseason and doing an investigative check. Ugh
Two thoughts on this - first, most race engines get a teardown every season, and that's what you have so that's probably what you need to do. Second, having said the first thing, if you're getting it torn down, ask whoever is doing it to tell you whether it actually needed the tear-down at 45 hours, or could it have gone say, 90 or 100. Are the valves ok, are the pistons and rings ok, etc. If the problem with the voodoo in this service is that the main and con rod bolts get loose, then just drop the oil pan every 20 or 30 hours and re-torque them. If that's all that's shaking loose, you're good to continue until everything else is ready for a refresh.
It occurs to me that the fixed valve timing may be a factor in this too - not that it makes the vibration worse, so much as it makes the vibration more consistent. I'm guessing here based on my limited experience chasing piston slap, but with varying cam timing, engine vibrations may fade in and out or change harmonic content, but with the cam timing locked, it'll be what it is all the time.
Kinda wondering where your cap bearing clearances/gaps might be now...
I would say it's RPM related. It's the secondary vibrations due to the difference in inertia of the pistons reaching TDC and BDC. The increase in inertia is a multiple of the increase in RPM.Two thoughts on this - first, most race engines get a teardown every season, and that's what you have so that's probably what you need to do. Second, having said the first thing, if you're getting it torn down, ask whoever is doing it to tell you whether it actually needed the tear-down at 45 hours, or could it have gone say, 90 or 100. Are the valves ok, are the pistons and rings ok, etc. If the problem with the voodoo in this service is that the main and con rod bolts get loose, then just drop the oil pan every 20 or 30 hours and re-torque them. If that's all that's shaking loose, you're good to continue until everything else is ready for a refresh.
It occurs to me that the fixed valve timing may be a factor in this too - not that it makes the vibration worse, so much as it makes the vibration more consistent. I'm guessing here based on my limited experience chasing piston slap, but with varying cam timing, engine vibrations may fade in and out or change harmonic content, but with the cam timing locked, it'll be what it is all the time.
No more strippers? Just good girls from now on?Welp, looks like we'll be putting in a CPC now.
Ya. I can’t afford to fund anymore law school degreesNo more strippers? Just good girls from now on?
Didn’t mean to imply that trackspec designed it. Have no clue. just Meant they might be a supplier or copy. Either way, it looks superior to the Watson to me. A lot more gussets and reinforcements.The GT4s were/are built at Multimatic. Doubt they would have used someone else's cage when that's their business.
Mustang British GT 2 - Multimatic Motorsports
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ATL cell with e85 foam and an internal surge tank and an external pump.On the note of spending too much money, the snowballing has officially begun. Going to use this as a sign to step back and do some bigger work at the same time.
As mentioned in my other thread, I'm currently exploring a dry sump system. As part of that, I am going to need to do some fab work. That leads me to roll cage and fuel cell.
Roll cage:
For the cage, I have a couple of weld-in kit options that pops and I can do ourselves:If understand correctly, the Trackspec cage is what the GT4 cars use? Or they're very similar at the minimum. It looks superior to me with all the extra reinforcement, but open to feedback.
- Watson - https://shop.watsonracing.com/S550-MUSTANG-ROAD-RACE-ROLL-CAGE-2015-CURRENT-p/wr-15-roadracecage.htm
- Trackspec - https://trackspecmotorsports.com/s550-mustang-gt-gt350-roll-cage-kit
The other option is a custom cage from a fabricator. This would enable me to remove a lot of extra material from the car's structure that we don't need and get the bars further away from the driver, but assumed with much added expense that will takeaway from other upgrades. Also not sure I want such a heavily modified interior structure now since I give rides more than 50% of the time I'm out on track.
Open to thoughts and feedback!
Fuel cell:
To make way for the dry sump, it looks like I'll need to move the fuel tank. So i'm thinking the typical 22gal fuel cell in the trunk. Since I run E85, i'm thinking a surge tank is a good idea. Any recommendations here? @Fabman, do you have a recommendation since I know you're running E85 too?
Future stuff:
Not finalized on timeline, but future updates will include a sequential trans and likely some electronics upgrades (ECU, PDM, Dash, etc.) and a more race-focused ABS unit. No idea on timeline, yet. This will really depend on how badly it snowballs. But goal would be to simplify the system, add in more customizability (such as killing engine if oil pressure dies, etc.), improve durability, and of course, improve performance. While I don't think I'm ready to go down this very expensive path just yet, I want to keep it in mind as I make decisions now so it can help reduce churn going forward if possible.
Do you happen to recall what series you're running? If I'm reading the brochure correctly, it looks like the Sportsman 100 and Fuorcell 600 both support E85?ATL cell with e85 foam and an internal surge tank and an external pump.
Sportsman if I remember correctly….I’ll see if I can dig up some information.Do you happen to recall what series you're running? If I'm reading the brochure correctly, it looks like the Sportsman 100 and Fuorcell 600 both support E85?
Spot on. Will be aligning to the unlimited classes (TTU, STU, SLB Limited/Unlimited). Car might be able to be TT1/ST1 competitive with a detune.Have you defined what series you might race? Sounds like NASA TTU or SCCA U1 if doing time trials. Maybe Grid life?
SP 122BDo you happen to recall what series you're running? If I'm reading the brochure correctly, it looks like the Sportsman 100 and Fuorcell 600 both support E85?