Shoptalkforums.com

Sure do.
I just added two with moon caps above in the top post.
The Moon hub caps were given to me by my wife. I was very proud of them as she had heard through a friend when we visited original Moon in CA (before the japanese takeover) that I fiddled with them many times but I ran out of money. My friend bought them secretly and took them home to Sweden for my wife to give me for Christmas.
I ran them for one year screwed on the outside of the original Centerline. Not many do that, I am sure. Normally they are there to hide a steel rim.
I will post a few more of this car when it was in Italy. Later today.

Just a picture I like.
(Date, October 10 1998)
The homemade CF shroud, the Autorotor SC and that billet throttle.
I did learn that large throttles can not be used on the street.
Just silly I did not figure that out before.
Well I was just too "horny" to copy the dragbike guys.
I had a 50 lbs chunk of 7075-T6, a friend with CNC and the skills and he owed me some favors.

Well, I didnt even need to drive the car.
Smallest throttle movement gave a nice rush. I then manufactured an adapter and ran my single 3" Hilborn injector throttle. It worked OK.

David58bug, do you realize it is the same black/brown car in all pictures?

It is a 1967.
I bought it 1985.
1985 -1988 TIV 2520 cc watercooled and Wade SC.
1988-1990, TIV 2732 cc, NOS, Weber 48.
1990-1995 T1, 1985 cc, 911 heads, turbo, Motec FI
1995-1998, TIV 2732 cc Weber 48
1998-2002, TIV Autorotor SC DTA FI
2002-2002, TIV Autorotor SC and Turbo, DTA FI
2003-2005, TIV, 2732 cc only Turbo.
2005- do not for how long.....but currently the car is resting.

OK, as per request, here comes two posts with first one being 1993.
Engine is the 1985 cc dragster engine converted with a turbo, intercooler and Motec FI.
This is my first outing and basically no mapping has taken place. I ran very conservatively 14 psi.
The gearbox is a 090 automatic from a bus.
Best 60 foot was 2.0 s and 1/8th was 8.0. just about 220-230 hp.
Later that summer I use to stall the engine inside my workshop to 30 psi and then the brakes broke loose. I sill have a log of that from the Motec.
Here comes a description on one of my largest problems (A lot of time to think and plan and then very little time to realize them), I used to live in one country and have the car somewere else.
At this time I lived in Chicago. Car in Sweden.
A very distant relatiosnhip.

Now were are in Italy.
I drove the car the 800 miles from Sweden on December 17th 1994 over the Alps right down to Modena.
The only snow I hit was on the southern side coming in to Italy.
It was cold in the car.
I had pulled in a 19 row Setrab oil cooler and mounted it below my seat with a squirrel cage blower fan and some alumnium ducting.
I could move the hose from the window to my feet and vice versa, as per need.
The car was low from the beginning but with all workshop stuff, AND Christmas presents loaded, no right hand seat but in stead more stuff, the car was running on the rubber stops. It was low and bumpy.
I will never forget going through Austrian border at midnight. The guards were totally flabbergasted and had nothing to say about all the stuff, legality and so on, they just looked att the wheels, stance and the engine but had no comment. It was a memory to stay.
The car became my daily driver right through that winter without a glitch braking down until in next autumn. The camshafts said goodbuy. Another story.
That is how the TIV engine came to be inside the car.
It was being built as my second generation supercharged engine but suddenly I needed something to power it. I had to settle for the TIV without SC for some time until when my Jaguar (Chevy smallblock ZZZ3 engine) took over and the SC engine came back in to development.

The pictures are 1996 and both Modena and Monza.

Since today also page 1 is edited/updated with many new pictures and text.
Sorry for the mess. Best would ofcourse to post the pictures and stories in chronological order.
Maybe maybe I will do that one day. Not this time.

Quite an interesting history there Frallan.
I am very impressed with you ingenuity(sp?)

What engine are you running now?

Hi Dangerous,

Nice to get a comment from you. I am following your history on Aussieveedubbers.
Caught my attention on you years ago with the SC car.
Really like what you are doing on the current one too. Exactly what I am missing......full follow up of projects untill they are achieving targetes goals before new ideas pop up and change direction.

Anyway, I have learned a lot.
Today the "Blue Carbon" car is being handled in that way.
Ran 1915 150 hp last year and now the 2732 cc TIV is coming together nicely.
See some pics.
In fact I will update with full introduction to the car at a later stage.
This is for now.

one ? how fast were they?

How fast were they?
Well, none of the street cars, turbo, SC or nitrous ever reached my mental target of 10.99 1/4 that I set many years ago.

The quickest recorded time of the brown/black car was actually with 2732cc carburated and 090 auto gearbox. It was 7.94s on the 1/8.

The Pank dragster 10.14 1/4. Class record holder for 4 years.

All other dragsters never came close to their index before they were converted to someting else. Score 0.

The blue 1958 beetle ran a best of 11.7 on the 1/4.

My new toy Blue Carbon did a very good 1:17:66 on the Knutstorp circle track with a 1915 cc.
I know it says nothing but if I tell you that I was right behind a 1995 Corvette with Paxton and dynoed 555 hp converted for circle track, it gives some respect. I was very happy.

With the larger engine this year and even further improved braking, better handling and slightly lighter car, I will have a lot of fun.
I will also run in to the local dragway and anything above 8.0 is a failure.
Theoretically it should be good for mid 7s but theory and practice are far apart until proven differently. The car will be optimized for circle track not drag.

Did I answer your question?

Some more pictures on the Blue Carbon car and updates coming.


On the track 2007



The 1915 from JPM

My doors. Just cant wait to put them on but engine first.


LA Performance CF valance. Thanks Lee!

Took some serious savings and guts to order but I do not regret it.
Burns stainless. The rest of the exhaust is Turbo Thomas.

The driver seat is already in Kevlar Carbon now the passenger has good company with a full CF chair.

The 930 CVs now are now also in good company with Converter Factory 300M rifledrilled drive shafts.
Old axles out and new with the holes going in.

i am very impressed. thank you for answering my question. how far behind the vett were you?

Awesome, Frallan, thank you!

How far? I do not think it is fair to say say...IIf you ask me I was "almost" passing him right up behind him.
You ask him he will tell you I did not have a chance on the long straight away.
What is the real truth? He did have quicker lap times than me and yes when we came up in the last corner before the staright I was right behind him and yes he would pull away with a celar powre advantage. The funny thing is that already when he was braking, I was catching up with him. I did not hit my brakes until 50-75 meters later than him.
Then in every corner of the track I would come closer.
He has driven this track 3-4 years with the same car, I have driven there two some years but firts time with this car.
What will really count is how quick I will go this summer.

As for the Score 0 on all the street supercharged and turbo versions, I never scored any fantastic quartermile time, but did they drice nicely? Yes! And did I have fun, yes, almost always.
More detailed updates on the latest car coming later.

Here is my rear fender mounted SS tank.
Turned out very heavy and long story that I will not share here and now.
It did work well with the slightly modified CB pump.
The new engine has the 3 stage Autocraft.
Anyway, now the more conventional tank is mounted up front with a Setrab 19 row cooler.
I intend to put a protection plate there for the cooler and thermostat.





The adapter ring for the double spark distributor is now hand cut, ground and looks much more sleek.


The double mufflers beginning to fall in place, still not finished until I get the TIV in. The mufflers will be connected in series. This is still with the 1915 in the car. The hoses from the front tank hanging below.


When buying the Terminators you get an adapter plate to be welded to the intakes. I omitted that one and welded, plugged and rethreaded the E-Plus intakes for direct mounting of the carbs.
It means a slightly lower profile too.
Does not hurt with those humongous "horns" on top.

A friend took the covers and intakes for some polishing. Never hurts.