Jason Line #1 qualifier Bradenton

would that guy Greg Gessler be someone who might know a thing or two on how to achieve this.

 

Yes, but he passed away recently.

Devon

 

R.I.P. GG

 

3445 c&,d is getting down there. My car is 3650 with me in it. But I'm 350. But even a 200 lb driver puts it st 3500.
My car has fiberglass fenders, hood, and doors, with aluminum heads. I do still have both bench seats in her and a nice 8pt cage......but to get down to another 50 lbs even yet with irom heads and not all the fiberglass???

Are parts like the fiberglass fenders, hood, doors, bumper allowed. I dont know how much weight is in the 2 bench seats but I don't think it's all thst much

I'm certain glass bumpers would drop another 100 pounds

 

No fiberglass allowed. All factory sheetmetal and glass are mandatory, along with steel bumpers.

 

That's what I thought, maybe my 72 is fatter than others, but 3445 c&d puts that car around 3250 by itself. Full iron motor full steel and glass.

My car is about 3300 with glass doors, fenders, hood, lean on door windows, no windows mechanism, and aluminum heads and intake. Now I don't think the glass fenders make a huge difference, but the hood and doors adds up. I bet close to at least 150 pounds, plus another 100 for heads and intake.

 

All of my cars end up around 3850 with me in it. Just make power to push it.
Side note: one bucket seat is 52lbs. An entire bench seat(non-armrest) is 54lbs.

 

Them damn things seem to be heavier than that when trying to put them it and not tear the jambs all to hell ha

 

Lightweight transmission trickery. PG/TH400 input. Both started out identical.

 

There are several parts I've seen drilled that is a few pounds, here. Few pounds there........

 

I have a piece of scrap carpet I put o the jams when I am removing/installing my front bench. I have done this too many times, and I have many more ahead...

Better have two for this job, but I am always by myself. LOL.

 

I remember a ‘70s clamshell Estate Wagon running in BG a decade or more ago. It was a six passenger wagon but still heavy. The owner had drilled holes in all his accessory brackets underhood to ‘add lightness’; if I recall correctly it went 13s.
Patrick

 

Yes Bens99gtp. This is just the first piece.

 

Coan has those putshafts down to like 3.6 pounds, of course we all know the aluminum drums, they also have a lighten steel or aluminum reaction carrier, but to the tune of over 3500 just in those 4 parts. I haven't spent 3500 in building my own transmission for the last 20 years of racing. Lol

 

Living here we got to watch the entire Line family racing at Brainerd, their home track. All great folks and they know how to run fast within the rule book. Great fleet of Stockers between them and their customers.

 

Actually these are TH400 output shafts. There is no performance gain here. The weight reduction is too small. To get any significant gain that will show up on an ET slip, whatever is changed must be much lighter. Such as aluminum brake drums or light weight brake rotors. Or if the part does something different, like the transmission direct drum. It turns backwards at 2/3 input shaft speed in first gear, stops dead for second gear, and goes from a dead stop to input shaft speed in third.
When ATI came out with an aluminum direct drum in the late 1980’s, I purchased one. It picked up my car .08 back then.

 

The second half of your statement is where it helps more. It’s the combination of everything together and all of the subtracted weight is where there have been some gains and better longevity. Just not for something street driven though,due to heat.

 

I was checking out an Olds stocker and it had no trans cooler...just a loop at the trans. Must get a bit toasty if going rounds in the heat especially with 5K converter the guy was using!

 

I have a RacePak V300 data logger on both cars. Trans temperature and pressure are among data that is recorded. Last July I ran a stock/super stock combo race at Ohio Valley. It was in the low 90’s that day. I won first round and there was about an hour before second round. Each round after that was ran very quickly. I barely got the engine cooled and rear battery charged before I was called back to the lanes. I watched the trans temp go up after each round, but never passed 185 degrees. I ran five rounds total and was runner up.
I bypass the cooler internal of the pump, so there are pipe plugs in the case. Also use Maxima 10W full synthetic fluid. Converter stall is 5,400 rpm.