RAGING EAGLE RACING

January 2005

Why we need a new motor.  It was the last race of the 2005 season, Norwalks' Raceway Park's Halloween Classic, when we destroyed our only racing engine.  I would like to make this sound somewhat exciting or dramatic-but it wasn't.  It was the first round of qualifying, on a great pass, 300 feet before the finish line and boom.  Actually, it didn't even make a cool noise for all the damage which was done.  The good news is the 60  and 330 ft times-the best of the year.  Guess there's some truth to the saying "they go their fastest, just before they become junk".

We bought a new used engine the end of last year and are currently rebuilding it at Fred Whaley Sales & Performance Engines.  I will continue to keep you advised of our progress of the rebuild.  I don't think I can make it sound as dramatic as Orange County Choppers or  Boyd Coddington  (you know the guy who charges a million dollars to restore/make you a car, has it five years then is suddenly under a ton of pressure to finish by the time his half hour show ends) but I think you engine guys might like to see how we put a 2500 (I hope) hp engine together.

4/3/2006

As you can see from the pictures, we are getting ready for the final assembly of our racing engine. It has taken us a little longer than a month to accumulate all the pieces, which we deemed  necessary to replace.  Hopefully we can begin the new racing season with a fresh and "as good as new" quality racing engine.  Leaving no stone unturned, Fred and I completely disassembled our new/used racing engine and checked all existing clearances (bearing, piston to wall, etc.).  In addition to the norm, main and rod bearings, and piston rings, we decided to replace the entire rotating assembly, as well as all eight cylinder sleeves.  The crankshafts used in these engines have a lifetime of about a hundred passes and this ones life was about used up.  All eight sleeves were out of round and they would need to be bored to the point which would require us to increase the diameter of the pistons.  Since we must maintain a cubic inch displacment of 526, this was not an option.  Replacing the sleeves was a little scary for me, since I have never sleeved a block before, but actually it was quite simple to do.  After the block was sleeved we sent it out to be bored and finish honed.  We picked the block up Saturday and spent most the day checking clearances (again), and cleaning the block (again) for final assembly, finally.  The heads appeared in excellent condition, but careful inspection showed a valve job was in order.  We can grind the valves at Fred's but the seats are made from beryllium and had to be sent out to be cut.  We should have those back the middle of this week.  I will keep you informed of our progress as we make some.

4/7/06

Well it's Friday and we don't have the heads back yet.  The valve seats in these Alan Johnson heads are cut on a different angle than the norm, so our machinist had to order the special cutter.  In fact, we have gone about as far as we can with the assembly.  From the pictures above you see Fred inspecting the crankshaft installation.  You can also see we have the number 1 piston installed so we can degree the new camshaft which also hasn't arrived yet.  Hey, isn't this how those above mentioned tv shows do it.  The guy is coming to pick up his newly built car/motorcycle and every thing is going wrong-but they manage to straighten it out by the time the show ends.  Can you feel the pressure.  Our first race is in less than two months and we don't have heads or a camshaft.  I indicated earlier that our new racing engine is being built and assembled at Fred Whaley Sales & Performance Engines.  Fred has been building our racing engines since 1990.  In the interim, Fred and I have become very good friends and as a result, when I retired, I went to work for him.  I have found Fred to be very thorough, meticulous and cost conscious.  During this period, my knowledge of engine building has greatly increased and so has Fred's patience as well as his tolerance for ignorance.  Since I have nothing  else to show being assembled (the fun part) on our engine, I took a picture of Chuck and Fred, degreeing a camshaft in another engine.  Just doesn't work the same for me.

4/23/06

Back at it again with the new camshaft.  There appears to have been a mix up with the manufacturer and the supplier.  This never happens to racers, does it?  Well, were happy to get it before the first race, although time is quickly disappearing.  After a lengthy discussion with Fred, crew chief and tuner Blasten Bob and the infamous Brian Robbins, regarding how we would run our new race engine, i.e. engine rpm band, shift points, launch rpm, converter efficiency, supercharger boost and on and on, Fred and I came to a mutual agreement (as Fred and I always do) on where we would install the cam.   So I degreed it like Fred said, installed it where Fred said, and it better run like Fred said.  My confidence is high.  

With the cam, front of the motor together and head studs installed, I'm ready to install the heads.  Well another typical racer story.  The special cutters for the seats, which were supposed to be shipped overnight, were mistakenly sent ground.  One day turned into ten.  I just spoke to our machinist, and if all goes well, I will be able to pick em up tomorrow.  My confidence is pretty high. 

4/28/2006

Our heads are back.  Check out the above pictures.  I picked them up from our machinist, Dave Petite of Carlton, as promised.  The new seat cutters  worked perfectly and Dave did his usual great job.  Even Fred said so.  Fred and I worked diligently on them the last two nights.  Fred meticulously ground and lapped the valves to insure the seat location and size was exactly how Fred wanted them.  I checked each valve spring pressure and set the spring heights for the amount of recommended spring pressure and then assembled the heads.  With the heads assembled, the time consuming stuff is finished.  We can now install the heads , valve train, transfer the computer sensors to the new intake manifold and install it last.  

Our crew chief, "Blasten" Bob, brought our new racing slicks and was easily persuaded to help me finish with the engine assembly.  Since the fuel system is Bob's responsibility, he elected to disassemble it completely, clean and inspect all lines, jets, and components. Looking closely at the pictures, you see Bob grinning while torquing the intake bolts.  That is because he is happy he found the screw I dropped down the intake.  Glad the valve was closed.  Engine installation this Sunday.  Hope everything fits without too many modifications.  Dream on.

5/9/2006

A lot of progress has been made since the last update on 4/28/2006.  Fred, Marsha and I installed the completed engine Sunday (4/30), on schedule.  It took only minutes since our race car was originally built to accommodate this engine.  In fact, most of the wiring, computer sensors, and fuel system required very few and/or minor modifications.  Because the magneto is in a different location on this engine (Chrysler hemi style), it was necessary to cut a hole in the hood.  We all know the old saying, "measure twice, cut once".  I measured four times and cut six.  Although I hated to, it was necessary to cut into Jeffrey James' Raging Eagle's wing, for clearance, and to make easy, the removal and installation of the front end.  With Marsha's help (big time), we were able to keep our appointment. on Monday, May 8th, with Keith Engling's, Skinny Kid Race Cars.  We are  having new zoomies built, some miscellaneous fabrication, and help/advice with the changes we are making to the fuel and engine oiling systems.  While our car is there, we will also have it scaled again, since the vehicle weight, and bias, has changed.

5/25/2006

A lot of progress has been made since the last update.  We took the race car to Skinny Kid Race Cars to have the zoomies made.  Keith L. was bestowed the task and was thrilled to take it on.  Knowing me very well (picky), Keith L. did his usual great job.  I can only rave about this guy's workmanship.  While the car was there I received The Skinny One's (Keith E.) expert advice, tutoring and help with updating the fuel system to handle the new engine's requirements.  I also completely assembled the car to simulate 'race ready' vehicle weight so Keith E. could scale the car.  Everything went fine the week it was at Keith's shop, however, we found the car had gained a few pounds.  After a few minutes of trying to determine the source of the weight gain, Keith E. weighed the car without the driver and quickly found the problem.  Enough said.  

Since the car has returned home much has been accomplished, but not without some challenges.  It first appeared that just about everything would fit/attach.  Well, some things did but most things didn't.  Seems like everything was a little too short or a little to long.  Long is easier to fix, than short.  We are still waiting for the new flex plate to arrive.  These people are really irritating me.  It's a different story every time I call for an update.  Too bad they are the only manufacturer which meets the specs for this application.  Shame on me for waiting untill the last minute to order it.  I guess early February was not early enough.  We are on track to compete in our first scheduled race on June 2nd.  However it looks more like a combined test session/race.  Should be interesting.