S/G Corvette (New Platform) |
| 55-60/28 Winds Project |
 | |  | |  | |  |
| Best Passes 55/28 Ceramic Motor 0.4771 ET 51.20 MPH (1/8 mile) 09/04/2009 0.**** ET **.** MPH (1/4 mile) |
Best Passes 33/27 Neo Motor
0.4650 ET 60.02 MPH (1/8 mile) 06/02/2010
0.6800 ET 81.21 MPH (1/4 mile) 6/6/2010
0.4650 ET 60.02 MPH (1/8 mile) 06/02/2010
0.6800 ET 81.21 MPH (1/4 mile) 6/6/2010
07/07/2010
Maybe I'm just getting lazy or maybe it's just getting harder and harder to fit everything in these days. Such is
the nature of this WAY over due update.
As you can see we've added yet another twist, wrinkle to our program. Neo Powered motors. This doesn't
mean the 55-60/28 project is dead. Far from it. I have a new armature on order for this program that will be
tested when it arrives. We also have two other armatures already in stock waiting for me to get off my lazy butt
and build.
Truth is the Neo bug that has bitten just about everyone else and now bitten me. It's an idea I've played with
for a couple of years now ever since Chris Banks and I made acquaintance. I'd built a few motors but never
felt satisfied that they would amount to much nor did I have a platform to test them in I thought would hold the
brutal power of these critters. After the last around of testing with the current car I decided one way to quicken
the ride was perhaps a lighter car built on a little more supple chassis. That chassis is about complete now
and that left the current car wide open for the new Neo motor.
The motor is a JK Hawk can. Bill Duelly of BAD Racing built me a can combination tool to a drawing I made
up. Paul at Alpha supplied the Cahoza Gold Professional hardware and a .208 tool to ream the hoods with to
fit the American commutators. Proslot spring cups and Torx screws hold the hardware and bell to can.
Proslot provided the power side bearing and Alpha the bell end. Champion full cover can liners were cut and
fit, .019 thick and sized to provide improved magnetic coupling. Read this decrease can leakage and
increase total flux density of the Kenon 2 mm thick X 13 mm long Neo magnets that were all tied together
with JB weld and oven cured at 150 F. The exact magnet set was selected for 10 sets I bought before the
rush. They were held in place during the cure with TR long wedges giving a tip gap of .313" and centered to
the back of the window. A NOS Proslot Scale PS581 armature was sourced from Rodger and Mid-America
Raceway in Downers Grove, Illinois. This is a 33/37-26* arm .330 long and .480 in diameter than fits quite
nice in the .555 hole provided by the can work. A set of Goldust brushes were shortened, radius cut and
shunt groove cut for the TQ shunts then installed. After a water dip the motor was run and tuned on the dyno.
The motor was then loaded into the car above after full disassembly, inspection and a good cleaning. Same
Kershner .435 x 1.025 tires on Koford magnesium medium hubs were used as was the Koford hollow axle
and 13/51 ARP gear set. This motor lightened the car 8.30 grams to rest at 68.09 grams dry.
Initial passes were made at Larry Reaver's Penrose Raceway in Sterling, Illinois. Carl Rodekamp helped
after hours in track prep and observation, tuning until we ran the numbers above. A few days latter we ran at
Mid-America's new Gurding track to set the quickest pass this race team has ever set. Neither outing was
glue and race. These are tough little critters to glue up and get to run smoothly down track but we learned that
curve and are now on our way. I broke a wheelie wheel O ring, lost some body tape that gave me a fit for a
few passes. Spun off a gear and encountered a few timing system problems. What we did not do was burn a
single braid, de-slot or run out of shut down.
As regular readers know, the motor in the T/G dragster was a 30/26 wind in a six mag Proslot ceramic set up.
The new motor is a 30/25. This Neo's milder winding on a bunch less timing matched the milder TG motor
for rpm and added a few watts peak power. The real surprise was the large increase in stall torque which is
what makes these motors so hard to hook up to the track. The ONLY way that can happen with a milder arm
on a shorter stack is with vastly improved current to torque conversion and that perfect match of air gap to tip
gap that allows this without a loss of rpm. Spool up rate is greatly improved.
I'm giving this much car and set up detail to encourage others to join in the fun but don't get use to my giving
you my race setups with every step LOL.
Maybe I'm just getting lazy or maybe it's just getting harder and harder to fit everything in these days. Such is
the nature of this WAY over due update.
As you can see we've added yet another twist, wrinkle to our program. Neo Powered motors. This doesn't
mean the 55-60/28 project is dead. Far from it. I have a new armature on order for this program that will be
tested when it arrives. We also have two other armatures already in stock waiting for me to get off my lazy butt
and build.
Truth is the Neo bug that has bitten just about everyone else and now bitten me. It's an idea I've played with
for a couple of years now ever since Chris Banks and I made acquaintance. I'd built a few motors but never
felt satisfied that they would amount to much nor did I have a platform to test them in I thought would hold the
brutal power of these critters. After the last around of testing with the current car I decided one way to quicken
the ride was perhaps a lighter car built on a little more supple chassis. That chassis is about complete now
and that left the current car wide open for the new Neo motor.
The motor is a JK Hawk can. Bill Duelly of BAD Racing built me a can combination tool to a drawing I made
up. Paul at Alpha supplied the Cahoza Gold Professional hardware and a .208 tool to ream the hoods with to
fit the American commutators. Proslot spring cups and Torx screws hold the hardware and bell to can.
Proslot provided the power side bearing and Alpha the bell end. Champion full cover can liners were cut and
fit, .019 thick and sized to provide improved magnetic coupling. Read this decrease can leakage and
increase total flux density of the Kenon 2 mm thick X 13 mm long Neo magnets that were all tied together
with JB weld and oven cured at 150 F. The exact magnet set was selected for 10 sets I bought before the
rush. They were held in place during the cure with TR long wedges giving a tip gap of .313" and centered to
the back of the window. A NOS Proslot Scale PS581 armature was sourced from Rodger and Mid-America
Raceway in Downers Grove, Illinois. This is a 33/37-26* arm .330 long and .480 in diameter than fits quite
nice in the .555 hole provided by the can work. A set of Goldust brushes were shortened, radius cut and
shunt groove cut for the TQ shunts then installed. After a water dip the motor was run and tuned on the dyno.
The motor was then loaded into the car above after full disassembly, inspection and a good cleaning. Same
Kershner .435 x 1.025 tires on Koford magnesium medium hubs were used as was the Koford hollow axle
and 13/51 ARP gear set. This motor lightened the car 8.30 grams to rest at 68.09 grams dry.
Initial passes were made at Larry Reaver's Penrose Raceway in Sterling, Illinois. Carl Rodekamp helped
after hours in track prep and observation, tuning until we ran the numbers above. A few days latter we ran at
Mid-America's new Gurding track to set the quickest pass this race team has ever set. Neither outing was
glue and race. These are tough little critters to glue up and get to run smoothly down track but we learned that
curve and are now on our way. I broke a wheelie wheel O ring, lost some body tape that gave me a fit for a
few passes. Spun off a gear and encountered a few timing system problems. What we did not do was burn a
single braid, de-slot or run out of shut down.
As regular readers know, the motor in the T/G dragster was a 30/26 wind in a six mag Proslot ceramic set up.
The new motor is a 30/25. This Neo's milder winding on a bunch less timing matched the milder TG motor
for rpm and added a few watts peak power. The real surprise was the large increase in stall torque which is
what makes these motors so hard to hook up to the track. The ONLY way that can happen with a milder arm
on a shorter stack is with vastly improved current to torque conversion and that perfect match of air gap to tip
gap that allows this without a loss of rpm. Spool up rate is greatly improved.
I'm giving this much car and set up detail to encourage others to join in the fun but don't get use to my giving
you my race setups with every step LOL.