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Then you can juggle the engine/transmission assembly to reach the desired setback measurement.
Video lucu motor drag install#
If not you will have to install the left front suspension components in order to locate the wheel (spindle) center. If the car is on a chassis jig table, the left front wheel centerline should already be marked. Drop a plumb bob down from the center of the spark plug hole and then measure to the wheel centerline. To get there, start from the front spark plug hole center on the forward cylinder bank. Some chassis builders cut out unneeded internal structure to reduce dummy component weight.”īasically, use parts that are easy to handle.īack to setback: Let’s say the legal setback is two inches. Lightweight aluminum castings are preferred, if you find them. Many Ford V8 engines are opposite those of GM and Chrysler.īefore we go any further, Bickel suggests using dummy parts for the initial mockup for a motor plate installation: “Dummy parts are usually damaged components that cannot be repaired. On a GM or Mopar, it’s the driver’s side and it’s usually called #1 cylinder in the bank order. Sharp chassis builders often stagger the front end as much as possible, hence the “long wheelbase side.” Additionally, all V8 engines have one cylinder bank that is offset slightly forward of the other. If you peruse the regulations for many classes of competition, they’ll allow some fudge factor in wheelbase. Long wheelbase side? What’s up with that? They regularly measure engine setback from the center of the front wheel on the long-wheelbase side (usually the left), to the middle of the front-most spark plug hole. When considering engine setback, you should first think like a drag racing sanctioning body. Below, we’ll take a close look at engine setback, engine/transmission centerline, along with centerline height and engine/transmission angle. Bickel provides great advice regarding engine location, some of which might surprise you.
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This is helpful since it allows you to quickly remove the transmission to service the clutch (or converter), especially in racing where the clutch must be serviced between rounds.įair enough, but where exactly do you install a motor plate kit it in the car? (Because in many cases, there are multiple mounting point locations available to you.)Īs Bickel notes, the engine must be properly located in the chassis to meet the requirements of the rules and optimize performance. Either may be removed without taking time to support the other. The midplate mount supports both the engine and transmission.The two motor plates span the chassis in critical places, improving the rigidity of the front tubing structure.They can handle any amount of torque and vibration produced by the engine. The two plates that support the engine are strong.A steel mount usually supports the transmission (depending upon the gearbox, at the tailshaft or on the sides of the case).Īccording to Bickel, this system of mounting offers three important advantages for a drag race car: The rear engine mount is called the midplate mount because it is between the other two. Typically, aluminum plates support the engine at the front while the center, or “midplate,” can be aluminum or steel, and that supports the engine’s rear. A motor plate system can mount the engine and transmission in three places. That’s one reason motor platesare readily available. A modern racing engine can easily shred the rubber mounts to bits.
Video lucu motor drag driver#
Not only is there no need to isolate the driver from the engine vibration, but there are other critical demands placed on the engine and transmission mounting assembly.Īccording to Jerry Bickel, it’s not hard to come up with an engine that produces more than 800 ft.-lbs. of torque. The purpose is to insulate the car from vibrations. In most of these street-driven applications, mounts for both the engine and transmission are composite steel and rubber affairs. Just how important is engine mounting in a drag car? Very.Ĭonsider the case of a common rear-wheel drive production line car: Typically, mounts are laid out in a three-point arrangement - two mounts on the side of the cylinder block and one at the very end of the transmission (usually on the tail shaft).