95' Junker Drag Truck

Again it is probably in here, but what are you running in the rear spring pack?

If this is just a toy to race, and doesn't haul anything, I would think you wouldn't want much more then about the single main leaf.
 
dvst8r said:
Again it is probably in here, but what are you running in the rear spring pack?

If this is just a toy to race, and doesn't haul anything, I would think you wouldn't want much more then about the single main leaf.
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This truck is just a toy!

It's running two leafs in the rear, home made caltracs, and stock worn out shocks. Eventually I plan to do some more work in the rear, probably relocate the shocks to the same side of the axle in a more vertical orientation and install some sort of adjustable shock.

The way the caltracs are currently setup, it gets a little bit of body separation when I take off. The main problem right now seems to be the front end being too stiff and not rising enough.

Well, the real problem is the 35% rear to 65% front weight bias that might be more like 32% to 68% after adding all the weight up front from the twin turbos.

I'm in no hurry to get the suspension perfect, I like tinkering with it and seeing the results, plus the fact that nice suspension setups are expensive and that kind of goes against the theme of this truck, and is beyond my personal financial means!

I also think it would help to get more tire under it, I don't think the 27 x 10 road race slicks are ideal for a truck with this much horsepower. It would probably do a lot better with a 33 x 16 true drag slick. Once again, nice tires are expensive so it will be quite a while before I get to play with larger slicks.

Half of the fun in racing is figuring out the suspension, transmission, and engine tuning so I'll keep plugging away and try to provide updates on what I've tried.......eventually a pro drag racer will take me under his wing and get this truck to HOOK!
 
body seperation helps plant the rear tires harder, but if the front and rear arent rising equally due to weight in front your instant center needs to move farther forward or lower or both. lowering the front mount (or rear) of your caltracs bar will do that, unless you cant.

i was suprised watching 24vriv's car actually squat the back and lift the nose with his new cummins in the front of it. granted its using all stock gm a arm configuration, but with a lowered rear point on rear control arm it will hopefully lift a little more equally (if we dont make it too low, and just lift rear badly) and plant tires harder still.
 
i meant, lowering front mount or raising rear mount of caltracs. not lowering rear to move instant center forward.
 
man i need some videos of those turbo's in action! this makes me want to upgrade my primary to a s483 or something.......:snoop:
 
Awesome thread bud, Gives me motivation to finish my 95 1/2ton pro street. I really dig everything youve done so far! Get those 11's! Good reading :pop:

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As for the rear end, You cant beat a 4 link with adj coils. Gives you tons of options and geometry to play with to get weight transfer dialed in.
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crackerman said:
i meant, lowering front mount or raising rear mount of caltracs. not lowering rear to move instant center forward.
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I have not made a pass at the track since I lowered the front mount of the caltracs so we'll see how much it helps with traction. Right now the lower link is slightly below level with the ground on street tires and it's perfectly level when the slicks are installed (slicks are 27" vs 30.8" street tires) and I've preloaded the link enough to pull the pinion angle slightly negative as well.

In the past, when i was running a higher hole in the front mount and the link slightly up from level, I tried different preload or even slack settings with the lower link and it seemed to hook best with lots of preload, like 4-5 turns. So much preload that it started to make the pinion angle go negative. Like I said earlier, is sure if fun tweaking things and analyzing the differences.

Hopefully at this NHRDA event this weekend, someone will get a good launch video so we can closely look at the launch and figure out what's going on.

Or maybe I'll get lucky and it'll start throwing out 1.7 second 60' times and I'll have to install a fuel plate to limit fueling so I don't break out of the 11.9 index class...........(not likely)
 
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Charles2 said:
What are you a ****ing mexicant. did you have to lower it because your not ****ing tall enough to get in it? Get the hell off of this diesel forum.LOL
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Are you serious????? You will never make it here.
 
RJM06590 said:
So how'd the racing go??
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The NHRDA race was a blast.

Seemed like there was plenty of traction, not sure if it was the hot day/good track prep, or if my traction bar adjustments helped, either way I cut 3 of my best 60' times.

The best pass was the first pass 12.30 @ 111 MPH.

The truck is still laying over a little on the top end, it seems to be gear bound from the small 27" slicks.

I also think I found the limit of this single disk converter. As the day progressed, my MPH and ET dropped significantly however boost seemed to remain the same. I could feel a little more "slip" as the day progressed. It felt like the converter would slip a little on each gear shift and then regain lock-up halfway through the gear.

After being eliminated in the first round, I reinstalled my street tires and took it for a drive. The converter feels like it's slipping a little on the street as well and when it does regain lock-up, it spins the tires even in overdrive.


Overall I'm happy with the increased drive-ability of the twins and it looks like they can definitely support more fuel.
 
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