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UTV's Off Road ( RZR, YXZ, Mini Buggy, Carts,etc.) => UTV General Discussion => Topic started by: Bugpac on September 14, 2008, 05:53:17 PM
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I am seriously considering building a small sand drag rail this winter, Not sure if i wanna adapt a mc engine to cvt, Or just use a big snowmobile engine, Certainly will have a cvt drive either way.. Its likely i will have to have a short chain either way for the final drive, Unless i build some sort of final gearing box, no reverse tho...I havent outlined the dimensions etc yet, I'm thinking somewhere around 12' long, maybe 14...Ill post more later when i get going...Suspension should be rather easy, not sure what i want to do there yet....probbaly some sort of link rear live axle drive...
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Forget that ! Put a busa in it mounted longitudinally with a coupler directly into a small auto diff with a spool in it. Use an airshifter with ignition interrupt triggered by rpm switches. Then use a four link rear suspension on it and you will have a badass sand rail dragster.The 14 may be a little long.I'd likely shoot for 12' with a 4 link.
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How about a narrowed 9" housing, and just build a d shaft that has a yoke fits right on the output shaft?
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How much rear travel? about 2"
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NO! With a 4 link you want travel.Perhaps as much as 5" on an asphalt dragster.You'll want at least that much in the sand. Are you familiar with 4 link suspension principles?
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very, but seems like far to much travel a sand dragger, Maybe droop travel, but you surely wouldnt want it to even come close to bottoming out....and you certainly would not want to much ride height either, thats why i question the travel..
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Single a arm front suspension?
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The center of the rear axle has to be higher than the center of the two forward links correct?
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UMmmm no. I'll see if I can find some old info for you.I used to have a manual that explains it all in detail in language we all can understand I got from Chris Alston 23 years ago before he released it for sale. If it is still available it is worth it's weight in gold sand! LOL. I'll look and see if I can find a source for it for you. Now that I've evaded an answer I have to plead for mercy.There's a few other things that need to be known to give an answer.You need to design a car first and find it's C/G(center of gravity) and then determine the 4 link mounting locations.
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I went to school with Chris...Santa ana CA.
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Chris Alston of Alston Race Cars? WOW! Cool!
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Im thinking rigid with twin tripples in it... ;D what do you think about that vladd?
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that puts me about 300hp on gas, add alchy and a bottle, so 500hp or so? in 800lbs ;D
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Double triples. That would be interesting to see. Are you planning on using CVT's on each engine? How are you going to get the power to the ground? Jackshaft? I seriously doubt you could get a twin engined rig down to 800#'s.
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Both drivens on a common shaft.... ;D
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Weight? He's gonna fill the frame with helium. Kill at least 100#'s right there! ;D ;)
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he he he
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Helium,hehehe!! An old myth that SOUNDS reasonable. :)
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2 tripples...
That would be interesting to see, synchronizing 6 carbs could be a challenge, 2 Identically set up CVT's should be doable. into a single jackshaft, then to the chain. you might want a chute on that ;D
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Bug,
I got 2 tripples...I'll tradeja for the drak :o...Not...That would be interesting but prolly not practical...CBR 1000 with a CVT would be tho... where is sideline sal when we need him???
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Just something for you guys to think about here.Drag racing demands consistency at the tree.I think that a cvt will be a lot more inconsistent as compared to a clutch at the line. If you're serious about a sand dragster I'd do the superbike engine route or just go full size with a powerglide and a tranny brake.
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You could have both drivens on a common shaft that goes into a rear diff for no chain. My concern on that if using say a 1" keyed shaft, I don't think it will hold up on the back side of the second clutch where the power of both engines is on it. You might need chains on each side going down to a second shaft that is thicker.
I was talking to someone building a sand rail with a highly modified Mercury V6 2 stroke. He welded in exhaust bridges in order to support the rings with the widened exhaust ports. He had to run a jack shaft along side the engine that took power from the front and brought around to the back. It would twist up cranks trying to take all the power off one end.
The Supercase engines with 3 or 4 CR500 cylinders have a jack shaft with cogged belts between the cylinders.
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You could have both drivens on a common shaft that goes into a rear diff for no chain. My concern on that if using say a 1" keyed shaft, I don't think it will hold up on the back side of the second clutch where the power of both engines is on it. You might need chains on each side going down to a second shaft that is thicker.
I was talking to someone building a sand rail with a highly modified Mercury V6 2 stroke. He welded in exhaust bridges in order to support the rings with the widened exhaust ports. He had to run a jack shaft along side the engine that took power from the front and brought around to the back. It would twist up cranks trying to take all the power off one end.
The Supercase engines with 3 or 4 CR500 cylinders have a jack shaft with cogged belts between the cylinders. Got any pics or links to that?
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Whooooaaaaa! That's cool. I'm curious about something though.I've got tons of 1/4 mile dragging experience but none in sand.My question is this; are reactions given and if so how consistent are they?
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Just something for you guys to think about here.Drag racing demands consistency at the tree.I think that a cvt will be a lot more inconsistent as compared to a clutch at the line. If you're serious about a sand dragster I'd do the superbike engine route or just go full size with a powerglide and a tranny brake.
Thats the problem, you think it will be...
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Whooooaaaaa! That's cool. I'm curious about something though.I've got tons of 1/4 mile dragging experience but none in sand.My question is this; are reactions given and if so how consistent are they?
It doesnt seem much different than ashphalt, except your throwing a roost...There is plenty of guys throwing down, .005
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Guys with CVT's are cutting 005 lights with consistency? Do they give 60' times? Are they consistent? Educate me.
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At bobs i was cutting very consistent light, they were a little slow as i learned is likely from car reaction, but they were extremly consistent...the sand in general is very consistant among the other cars i do know that...
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Bug was referring to the regular racers cutting the lights that tight. With brake torquing, our cvts seemed to be pretty responsive. With us both being new to the tree, it's hard to say if it was us or the cvt leading to our varying reaction times.
The timing slips have readouts for ET, speed, reaction time, red light, bracket/index, breakout, and 60 ft. ET
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Really! Does the track "go away" as the sand dries?
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Bug was referring to the regular racers cutting the lights that tight. With brake torquing, our cvts seemed to be pretty responsive. With us both being new to the tree, it's hard to say if it was us or the cvt leading to our varying reaction times.
The timing slips have readouts for ET, speed, reaction time, red light, bracket/index, breakout, and 60 ft. ET
Hi! ody. You say that more experienced draggers with cvt's are "tree killers"?
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Just the more experienced racers, not sure of the transmission type. A few of the quad guys had sled motors with CVTs, but I have no idea what their reaction times were.