I have two, both at Macon, MO. First was LD Nation blowing a crank on the ground in the first hook of the class, dropping to last, swapping engines and still hooking lines up next to me as i waited to hook him on the sled. Fired it up, hooked and won the class.
Second was Ernie Conner on Bad Medicine, took off from the line, nearly hit both chalk lines in first 100' or so, then hit dead
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You can use any ring and pinion and end up with the same ratio's, just depends on how you want to go about it. Personally I wouldn't use the 15 r&p method, the 13/49 or 13/51 is what I would recommend. Talk to some of the guys in the class and they'll tell you at least approximately what they are running and go from there.
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Tough question is right. The $64 question is was the failed part actually faulty or did something else cause it to fail? Generally your more reputable parts suppliers will work with a customer to fix the problem if they have one.
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Several factors influence gear setup such as: weight, type of tracks, cooler or no cooler, rpm limit, tires, ring and pinion and so on. There is no real blanket answer without all the information you can provide. If you have a friend who runs in the class you are looking to build for you can probably get a good idea what you will need to start with for gear ratios. As far as needling the diffe
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Craig, Grant City.
Why don't you name that tractor. I am certain you will find you have been misinformed, but that's OK it happens. Will you be forgetting more than I know when you hear the truth?
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I know Craig I don't have the resources or knowledge that some do. But I have seen you more often than not fail to move the sled and so on. Never for a moment think there isn't someone out there smarter than you. As for my mentor who has absolutely nothing to do with this BTW is playing on a level most of us only dream of, myself included. But I guess he could pull northwest's
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Here it is for you Craig, my story and why I care:
I hear you are opening your own shop and soon you will learn exactly what i'm about to say so here is a preview of life as a builder. Technology and advancement is an awe inspiring thing, who knew that a 466 was capable of putting out the horsepower that it can or in your case the duramax or cummins. What's the drawback you ask?
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Yes really
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Lol I'm sure he did call Steve to see if it would be ok and I'm sure Steve told him that he was within the rules to build it that way as he should have, even Josh or I would have told him the same thing. However what he may not have said was that he did not mandate the rules for the class, the class voted on them themselves of which he had no control over their decision at the rules me
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Hey Robert, I did hear you weren't afraid to voice your opinion at the PPL banquet unlike the other association meeting you attended. Very much like the previous year when the shift rule was implemented. PPL adopted those same rules and low and behold there wasn't any better on the planet after that. I'm not saying the new deck plate rule is right or wrong however I do know tha
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do you have a combine or 806 carb now?
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As I'm sure others will chime in I think you would benefit from hei ignition, upgraded coil and about any other spark plug with good wires.
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QuoteTypical response
............and so we have arrived at exactly the point I suggested about how most people react to this issue with the second post I put on this subject. No surprise. Thanks for proving my point![/quote
Hey thanks for proving my point as well
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So your cost and desire analysis show a component is right for you. There are 4 ss classes you can enter, lss, unlss, DSS, and oss. Or if single charger is your gig, prostock is available. Pick the one that best suits your cost and desire and start building!
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Is there a reason you can't build for a component class?
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Haha typical response, I don't think you can take the bashing or else you'd sign in under your name instead of a pseudoname. Oh by the way there is plenty of innovation in an Ag chassis but you know that right
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Ummmm no, hoping to have most of the ducks back in line by spring.
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QuoteTypical response
Advantages over an AG chassis....have you ever seen how a component chassis is built? My god man, you can service your clutch/trans/rear end without splitting really anything! Who wouldn't want that?! You actually have access to each component individually with ease! Need to pull the engine, super easy! Want to change trans ratios, done in minutes! But I guess if you ar
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There really is very little to debate on this subject. Component chassis are more durable, flexible, safer and just plain easier to work on than ag rear chassis tractors. The underlying issue in the argument is three fold. #1 Money and #2 availability and #3 the meaning of limits and its relationship to being a tractor still.
#1 Money: typically speaking a cast rear project for a llss class
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Dan, I think he meant event purse and placing payout not end of season points fund.
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That mentality leads to one size fits all, simply put it doesn't work that way. Outlaws will have pulls, PPL will have pulls, Ntpa will and on and on. We need to concentrate a little more on having a good time and putting on a good show for the fans, enjoy the fact we have pulls to go to and we are able to. There is a shoe that fits everyone, find it and be happy!
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What was decided on manifolds in the 466 llp class?
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Pit passes are available for purchase. The speed of the show would not be possible with the pits full of spectators. There is an awfully lot going on back there and space is pretty limited.
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The water injection pump would be the pump the oil is lubricating. The amount you should use is totally dependent on the setup you are going to run.
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I'd turn it over to the attorney general
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If changing the filter cures the problem for a few days then you are having some sort of serious failure occurring in the tractor. Most likely the pinion bearing is flaking and filling your filter. When you change the filter what does the bypass screen look like?
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1. when you had the mcv valve gone thru did you remember to put the little spring and plunger back in the transmission housing?
2. Does the ta shift and brakes work normally and steering is the only thing causing problems or are their other problems?
3. Several possibilities exist, including blown o- rings and gaskets, failed steering safety valve oring or valve, stuck flow divider valve
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Your limited pro low # issue must be a regional problem, out here there is no shortage of 4.1's to have a show. It also seems as though it hasn't been nearly as popular in ntpa as it has in outlaws or PPL.
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I would agree with bc35 except I would not run stock constant mesh gears as they will not hold that kind of torque. They don't cost enough to take the chance on what they will ruin when they let loose.
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