Pardon the shakes. I traveled 3200 miles to see this and I don't carry a tripod on this trek. I've cut out some of the panning, but how often do you get to see these kinds of cars actually racing the way they were intended to be raced?
Enjoy the thoroughbreds!
2010 Rolex Monterey Motorsports Reunion Final standings...
1 77 Ken Epsman Saratoga, CA 1970 Dodge Challenger 5000cc 8 01:40.792 4
2 2 Jim Hague Saratoga, CA 1971 AMC Javelin 5000cc 8 01:41.757 3
3 64 Chad Raynal San Jose, CA 1969 Chevrolet Camaro Z/28 5000cc 7 01:42.643 7
4 102 2-Bruce Canepa Scotts Valley, CA 1969 Ford Mustang 4949cc 5 01:42.888 5
5 22 Gary Goeringer Nipomo, CA 1968 Ford Mustang 5000cc 7 01:43.398 2
6 113 13-Tomy Drissi Los Angeles, CA 1970 Chevrolet Camaro 4998cc 7 01:43.527 6
7 28 Gregory Weirick Malibu, CA 1970 Chevrolet Camaro 5000cc 7 01:44.253 6
8 57 Forrest Straight Mountain View, CA 1970 Ford Boss 302 Mustang 5000cc 6 01:44.370 2
9 42 Andy Boone Laguna Beach, CA 1970 Plymouth Barracuda 4983cc 7 01:44.447 4
10 201 1-Dan Walters Morgan Hill, CA 1972 AMC Javelin 5000cc 6 01:44.664 5
11 5 Michael Eisenberg Northridge, CA 1963 Ford Falcon Sprint 4737cc 7 01:44.996 3
12 45 Ken Adams Gilroy, CA 1969 Ford Boss 302 Mustang 4949cc 7 01:45.106 3
13 48 Craig H. Jackson Scottsdale, AZ 1970 Plymouth Barracuda 5000cc 7 01:45.120 7
14 71 Jeffrey H. Stout Manhattan Beach, CA 1970 Chevrolet Camaro 5000cc 7 01:45.121 5
15 1 Jim Click Tucson, AZ 1969 Ford Boss 302 Mustang 4998cc 5 01:45.172 3
16 30 Arthur Miller Santa Barbara, CA 1967 Chevrolet Camaro 5000cc 7 01:45.181 5
17 128 28-Nick DeVitis Sammamish, WA 1968 Ford Mustang 4949cc 7 01:45.766 3
18 15 Patrick S. Ryan Asheville, NC 1967 Chevrolet Camaro 5000cc 7 01:45.793 5
19 11 Stephen Sorenson Morgan Hill, CA 1970 Chevrolet Camaro 5000cc 7 01:46.401 6
20 215 15-Daniel Lipetz Vancouver, BC 1970 Ford Boss 302 Mustang 4950cc 6 01:47.353 3
21 41 Robert Canepa Diablo, CA 1970 Ford Boss 302 Mustang 5000cc 6 01:47.380 4
22 115 15-Brian Ferrin Sonoma, CA 1970 Ford Boss 302 Mustang 5000cc 7 01:47.946 5
23 89 Allen Denson Orange, CA 1966 Ford Mustang 4736cc 7 01:48.282 5
24 25 Craig Conley Rancho Santa Fe, CA 1970 Ford Boss 302 Mustang 5000cc 7 01:48.617 6
25 72 John Kiland Henderson, NV 1969 Chevrolet Camaro 5000cc 7 01:48.672 7
26 13 Christi Edelbrock Torrance, CA 1968 Chevrolet Camaro 5000cc 7 01:48.882 6
27 83 Gordon Gimbel Roseville, CA 1969 Ford Boss 302 Mustang 5000cc 7 01:49.262 5
28 67 John Linfesty Santa Monica, CA 1968 Chevrolet Camaro 4998cc 7 01:49.349 7
29 116 16-Donald Lee Portola Valley, CA 1968 Chevrolet Camaro 5000cc 7 01:49.566 6
30 16 Vic Edlebrock Torrance, CA 1969 Ford Boss 302 Mustang 5000cc 5 01:50.138 3
31 7 Tony Hart Moorpark, CA 1967 Chevrolet Camaro Z/28 5000cc 7 01:50.415 6
32 96 Ron Tribble Roseburg, OR 1967 Chevrolet Camaro Z/28 5000cc 7 01:51.430 7
33 248 48-Roger Williams San Diego, CA 1970 Chevrolet Camaro 5000cc 3 01:53.671 2
34 101 1-Jimmy Castle, Jr. Monterey, CA 1970 Chevrolet Camaro 5000cc 5 01:53.859 3
35 216 16-A. Ross Myers Boyertown, PA 1970 Ford Mustang 4998cc 7 01:55.118 7
36 202 2-William L. Ockerlu Holland, MI 1968 Ford Mustang 5000cc 7 01:55.545 3
37 78 Michael S. Martin San Juan Capistrano, C1970 Ford Boss 302 Mustang 4949cc 6 01:58.237 5
38 6 Tom McIntyre Burbank, CA 1968 Chevrolet Camaro 5000cc
39 31 Walt Boeninger Saratoga, CA 1967 Shelby Trans Am 4998cc
40 56 Tomy Drissi Northridge, CA 1967 Chevrolet Camaro 5000cc
41 98 Chris Liebenberg Boyertown, PA 1967 Mercury Cougar 4998cc
42 111 11-Norman Daniels Vancouver, WA 1968 Chevrolet Camaro 5000cc
43 148 48-Lance Smith San Diego, CA 1970 Chevrolet Camaro 5000cc
NASCAR of Yesteryears
Remember when you could recognize a NASCAR chassis? Back when they used
production cars? Be nice to these old ladies... They're packin'. Don't
let the drum brakes fool ya.
Calculate Your Compression Ratio
This is everything you need to do to calculate your compression ratio. No
foolin'. Every equation and process demonstrated. Find all your
variables. Know your exact compression ratio in every cylinder. This is
how you do it.
Just because your service manual says your car is 7.8:1 or 8.5:1
compression doesn't mean that it is. Whenever there are casting
irregularities, variations in piston height, parts that have been machined,
non-OE parts, or changes to your head gasket selection, your compression
ratio WILL change. It's highly probable that you're only CLOSE to spec if
you've never touched your engine at all since it was "born", and that it
doesn't MATCH spec. Even if it did, how would you know? This.
V1 Swept Volume
V2 Deck Volume
V3 Piston-to-deck clearance
V4 Piston dish cc's
V5 Head combustion chamber cc's
The ratio math:
V1+V2+V3+V4+V5 = volume of combustion chamber at BDC
V2+V3+V4+V5 = volume of combustion chamber at TDC
The ratio is...
(V1+V2+V3+V4+V5) ÷ (V2+V3+V4+V5) : (V2+V3+V4+V5) ÷ (V2+V3+V4+V5)
BDC ÷ TDC : TDC ÷ TDC
First you fill in the variables, then you calculate volumes, then you add
the volumes, then you reduce the ratio (fraction). It's that easy.
Here are your magic numbers:
0.7854 = Pi quartered to the ten thousandth
16.387 = number of cc's in a cubic inch.
If you divide any number in cc's by 16.387 it gives you inches. If you
multiply any number in cubic inches by 16.387 it gives you cc's.
Quartering pi lets you use the calculation:
BORE x BORE x STROKE x .7854 = volume of a cylinder
π x (BORE ÷ 2) x (BORE ÷ 2) x STROKE = volume of a cylinder
Either way is right. You get the same result if you calculate pi to the
ten thousandth. While I apologize for all the math, no I don't. I'm
really not sorry. You actually clicked here for it whether you realize it
or not. This is ALL the math, the tests, and the whole process to
calculate your cylinder volumes and compression individually even if you
don't know any of your variables yet. All of my numbers are present for
those who want to calculate out the last 3 cylinders out of curiosity just
to see how it affects cylinder volumes and compression ratios from one
cylinder to the next. Why would I do that for you? Why would I deprive
you of that practice?
Just assume that all 4 of my combustion chambers are 41.75 ml if you do
Clicking like share and subscribe helps a channel grow. It also motivates
me. Don't sweat the camera. It's enough to know that so many of you care
about what I'm doing here. From the bottom of my atmospheric dump, I thank
you all! This gift horse's teeth are all over the place, but he sometimes
poops gold nuggets.
PS: Use ATF for your piston dish volume tests, not alcohol. Of course
it's better just to use the spec sheet included with your pistons... but
not everyone gets that luxury. Water is just fine for head combustion
chamber tests. Dry and re-oil all parts that water touches.
Part 1-Motor Sports Reunion Trans Am Qualifying Race, Laguna Seca, 11:30 AM, August 17, 2013
Part 1-first 17 minutes from Go Pro 3 Dash Cam of 9th place starter, Ken
Epsman, in the #2, Penske built, 1970/71 Javelin...in 1971, a 2nd team, led
by Roy Woods, campaigned factory Javelins, together with
Penske...Graciously, Penske gave this particular '70 Javelin to Roy Woods'
team, who campaigned this car, rebodied as a 1971 Javelin, in the '71 Trans
Am series. Additionally, Penske shared with Woods all the Javelin R&D work
Penske's team produced during the 1970 season. Driver's of this famous
Trans-Am Javelin include Mark Donohue and Peter Revson, for Penske. During
''71, again Peter Revson, with Tony Adamowicz, Vic Elford, George Follmer,
and Roy Woods himself. The following year, Roy Woods again drove, teaming
with George Follmer, the latter going on to win the 1972 Trans Am
Trans Am Paddock '66-'72 Sights & Sounds
Happy July 4th! If you have speakers plugged into your computer, turn it
up. Hopefully you have a subwoofer, too! This footage is me walking
through Vic Edelbrock's collection of vintage Trans-Am racecars as they're
being prepared for the Group 7A races and enjoying the sights and sounds...
The Trans-Am Series is an automobile racing series which was created in
1966 by Sports Car Club of America (SCCA). This was the proving ground for
all American manufacturers to compete with race-modified production cars.
It ran until 1972 when at the height of Richard Nixon's incompetence
dealing with OPEC, we had a gas shortage which was compounded by an embargo
levied against us. Syria, Egypt and Tunisia didn't really like Nixon
re-feuling their arch-enemy, Israel. Rather than address the shortage,
the auto industry was heavily regulated to curb consumption. Further
restrictions placed on the oil industry by an other rocket surgeon, Jimmy
Carter, left us unable to further develop our own oil supplies which
cemented these changes to the auto industry. These events changed muscle
cars as we knew them into complete turds for over a decade while US auto
makers struggled with the regulations and re-learned how to produce decent
cars again... but for the "pony cars", it was the beginning of the end.
The oil embargo of 1973 changed the shape of not only the auto industry,
but all forms of auto racing to follow.
You used to be able to afford these cars. I remember when... back when I
was in high school...
But it's 2010 now. This race celebrates all the classic cars you've
dreamed of owning or being seen in. These things auction in the 6+ figures
now (because of their race history). Enjoy this parade of '60's and early
'70's model Ford Mustangs,
Plymouth Barracudas, Mercury Cougars, AMC Javelins, Pontiac Firebirds, and
Dodge Challengers. This event required that they be in their original race
condition in order to run with the Group 7A cars, so the contest to follow
is all about how much compression these 40+ year old cars have left, and
who's driving it. These beauties have been meticulously preserved by the
best collectors, engineers and mechanics in the industry. I hope you guys
can appreciate it because this is off my normal subject material.
I just wanted to change things up and post something American on
Independence day. This one's for the Veterans.
Mustang 428 Super Cobra Jet with Drag Pack 1 of 9
FOR SALE This is a high dollar car at an affordable price. More pictures
are available upon request. Contact Mike email email@example.com or
phone734-751-2296 1969 Mustang Fastback 428 SCJ 1 of 9
Here is your chance to own a rare muscle car. Standard sportsroof, Raven
Black, Dark red interior, High Back Bucket seats, C6 automatic, 3.91
traction lock, Drag-Pack 428,power steering , power disc brakes,
competition suspension, fold down rear seat. This is a restored vehicle
with low mileage. Have a copy of the original window sticker and Marty
report. WCC Car Show 1 of 9 The 428 Super Cobra Jet engine, Has an
external oil cooler mounted in front
of the radiator, and relocation of the driver's side horn to the
passenger side of the radiator core support to make room for the oil
Starting in February 1969 this complete package could be ordered as the
"Drag Pack" option. the only way to get your hands on an
Super Cobra Jet in a Mustang was to order the optional
3.91:1 or 4.30:1
rear end gear ratios.
Our Goal at http://GotCoolCars.Com Is To Find:
The UnUsual, Rare and UnBelievable...
Thanks For Watching We Go To "the car show"
and "drag racings" Tracks "cars show" Like
"good guys car show" "World Of Wheels" "AutoRAMA"
"Race Tracks" "Milan Dragway" "la car show"
and "Barrett Jackson" "barrett and jackson"
"The Barrett-Jackson Auction"
The Triumph Motor Company was a British car and motor manufacturing
company. The Triumph marque (trade-name) is owned currently by BMW. The
marque had its origins in 1885 when Siegfried Bettmann (1863--1951) of
Nuremberg initiated S. Bettmann & Co and started importing bicycles from
Europe and selling them with his own trade-name in London. The trade-name
became "Triumph" the year next, and in 1887 Bettmann was joined by a
partner, Moritz (Maurice) Schulte, also from Germany. Beginning in 1889 the
businessmen started producing their own bicycles in Coventry, England.
In November 1944 what was left of the Triumph Motor Company and the Triumph
trade-name were bought by the Standard Motor Company and a subsidiary
"Triumph Motor Company (1945) Limited" was formed with production
transferred to Standard's factory at Canley, on the outskirts of Coventry.
The pre-war Triumph models were not revived and in 1946 a new range of
Triumphs was announced, starting with the Triumph Roadster. The Roadster
had an aluminium body because steel was in short supply and surplus
aluminium from aircraft production was plentiful.
In the early 1950s it was decided to use the Triumph name for sporting cars
and the Standard name for saloons and in 1953 the Triumph TR2 was
initiated, the first of a series that would be produced until 1981.