Forum: HoseHeads Sprint Car General Forum (go)
Moderators: dirtonly  /  dmantx  /  hosehead

Member of this message board since 1997

you cant make knoxville smaller cause then it wouldnt be knoxville it would just be any other race track. Knoxville has to much history on the 1/2 mile.

Lets just put 4 cylinder engines in them and go racing lol. a bunch of bumble bees lol. then tuners can get enuff power out of them little engines lol. actually totally messing. i like the idea of bigger engines sort of. What kind of rules are they looking at. steel block. what kind of heads. any titanium allowed.

Michael Williams
77w URSS sprint
[email protected]

Member of this message board since 1997

cant say ive been to Sedalia , but Knox and Red River Valley Speedway are two that come to mind when "containing " the (some call) noise reverbirates off the walls, a sound that i couldnt get to record well as a ring tone, dam cheap phone! owell..

The larger mills would basically be a larger CI engine with a resrtictive top end (heads and injection) if your engine pumps at 410ci then you are allowed the better flowing top end, If you pump over 410 ci (and have the good top end) your DQed just that simple.

What heads can they run,and are aluminum block and heads allowed for the big cube motors?I think K-Ville is making a step in the right direction with this deal,got to start somewhere.Might be best to make everybody run these motors and save thier hi-dollar 410 for when the WoO comes and the Nats.-Just my opinion!

K-Ville also needs to allow other heads on the 360's.Make them use a certain set of gaskets if the heads are not ASCS heads like many other tracks do.Those ASCS heads are expensive,even used,and there are a lot of good heads out there,new and used, that make good power that can be bought a lot cheaper than those ASCS heads.I know for a fact that that strict ASCS head rules keeps some lower budget 360 cars from being able to race at K-Ville.

Oh, and some folks have been saying that the WoO has too many rules.....how can this not be interpreted as another rule???

Chuck.....

I am a confused. This was done to allow a high end crate engine. Good idea. This was done to lower cost. Good idea. However, it does not look like the rule was written to list the crate enginge, but rather listed performance specs. Thus, if I had a huge bucket of money, I could build a completely outlaw motor to take advantage of the rule changes. Could we see the high-engine builders create a specific 440 Knoxville nationals motor that would be the most expensive motor yet?

Am I missing something?

Member of this message board since 1997

Wow, that would be opening up a huge can of worms. Even if Knoxville regulars with 440s were not a threat to the top Outlaws teams, they would certainly be a threat to take a starting position in the feature away from some of the bottom tier Outlaw teams that struggle to qualify when the series races at places with a solid field of weekly teams. The whole 410 cubic inch rule came about in large part because the Outlaws couldn't keep up with the locals in Pennsylvania. I can't see the Outlaws opening up the engine rules again to allow non-Outlaw teams to compete.

I checked out the rules myself,and now it makes even less sense.They are allowing bigger cubes for the older headed motors,but negating the cubes with restrictions.If the goal is to help these motors run with the high dollar 410's,why wouldn't you give them the extra cubes on the older headed motors and no added restrictions?

I don't understand why they don't just go with a "restrictor" plate on the exhaust ports. Tech it like you would an ascs head. Go or no go.

Put them on all the engines. Kill off power to the killer engines and let older -12 motors be competitive.

www.Numbersusa.com  

wow, some people can make a moutain out of a anthill, Its a pretty simple option for "old school" 410's, the bonus is a acceptable 50-70 (or so) HP without a (up to date) injection and heads, the crate deal is a long shot , ya, so you can run a crate motor thats great, just be prepared to pick up rod caps off the track, the added cubes are not a benifit to the already strong 410's, there has been a developement the past five six years in top ends, adding 410's to reach 850+ HP, that is a typical 410 # for today, Look closely and youll see a "NHRA one hit" 410 dropping ink at 900hp, guess what? im thinking that is the added cubes helping a up to date top end of today jumping into another 50hp bracket , JMO, Engines are just big air pumps! If you only supply a mill so much air it can only produce so much HP, if the air Horn is left open and let the beast breath, the #'s will show, there is so much more to a big digit pull on a dyno, guys, just dont kid yourself with the # game, the 440 rule is a step to achive more cars and conform (accomidate) struggleing teams . thats it .

about half the retail a strong fresh new 410 would cost today , what does a new one go for(I cant say ive written that check lately) $48-$55k? a freshened "reheated" 410 (pre dissassembly) now fresh as a 440 would proubly be achiveable for $24k , a old ,and or, tired 410's are flooding the market with outdated top ends, they are listed in the niehborhood of 10K-15K? add a freshening for 8-12k , 30 more CI, and your in. A tired (up to date 410) still goes for 19-26k still needs freshening , dont drill me here, this is just a educated guess, I look at motors alot!