SBC IR/EFI project

After selling the Racetech, i knew i would buy another dragster, and wanted to move from the slip joint car to a full suspension car. I also wanted to have something 'different' for a power plant rather than the carb or mechanical injected engine that every dragster has. After a little bit of research and looking at the options, Flathead Shaun found an old Individual Runner (IR) mechanical injected intake manifold. I knew I would also be moving to an electronic fuel injection (EFI) system, not very common in bracket dragsters, so i would be retrofitting the manifold to work with the EFI.

I designed the injection system in Solidworks. It allowed me to be able to have drawings for all of the parts that needed machined and lazer cut. It took me a great deal of time to get everything just right, it is more difficult than if looks. Things can get pretty tight when trying to implement all the EFI components, as well as a scoop. I always try to make each component have more than one purpose as seen in the block in the center of the manifold that contains the TPS and a small manifold block to draw a vacuum signal (the IR intake basically turns the engine into 8 individual cylinders)










(This is the manifold I started with, an old mechanical injection, I do not even know who made this unit for sure.)

In the conversion, I also needed an EFI controller. These can be a very expensive part of the conversion and a reason that people do not make the switch , so i put one together myself with a processor and board from group of enthusiasts that developed what is called a Megasquirt II . The great part about this is it is very versatile, and inexpensive as you build and configure it yourself as long as you are willing to put the time in and learn a few things. It was basically developed by a bunch of car guys that had a lot of programming, and IC engine knowledge and had some time on there hands. As such, all the software (tuning and data logging) is very inexpensive. The extra box on top is for the Low impedance injector drivers. I am running 120lb/hr low Z injectors on methanol (4A peak.1A hold) on a belt drive pump.


(processor etc on left, Low Z boards on right)



(I had to create a schematic for future troubleshooting)

(Data logging during tuning)

I purchased a long block from a guy in Michigan. It has a Dart Little M block, Brodix Track1 heads, Scat Crank, Oliver Rods, Wiesco pistons, 14.5:1 compression, Jesel shaft rockers/timing belt system, and a roller cam. Mounted to the front of the engine is a Moroso vacuum pump, CSR water pump, Aeromotive belt drive fuel pump, MSD crank trigger, and a Shogun alternator. I am running it on alcohol (methanol), and given the setup with the injection i am hoping that it will produce some good torque for a good ET. This engine produced 700 HP on the dyno with an alcohol carb.

(On the stand with the carb intake still on)

(Jesel shaft rockers)

(The throttle plates must be set after manifold is torqued, before the stacks go on)

(Fuel rails and headers installed)

(Way to many things mounted to the front of this engine!)

(Fuel shut off mounted off t-stat housing)

(FP regulator and return)

(ECU mounted)

(stacks installed)

(Note the TPS/MAP manifold in the center)

(scoop tray)

(AIT sensor in mounted in the center)

(Regulator through scoop tray)

Syncrowave 200

Earlier this year I decided that it was time to break down and buy a welder. I was getting into way to many situations that required a welder, and I knew that if I wanted to weld CM and Aluminum it had to be a TIG welder. I am getting pretty good at welding MS & CM and notching tubes. I have used a lot of small diameter CM in making the brackets etc. for the SBC project and it has come in real handy, my skills have improved a great deal this year. I found this unit on craigslist located between Cincinnati and Dayton, it came with the cart, helmet and I the guy threw this check fixture plate in with the deal that is a qualified check fixture from some discontinued automotive part. It works great for clamping work to since it is perfectly flat and has many threaded holes in it. When I bought the welder, there was 2 minuets on the usage timer, and i bought it for just over half of the new price when it was about 1.5 years old. I thought it was a screamin' deal.

Racetech rear engine dragster

About a week after we sold the Austin Healey, Emily (pregnant with Alex), Austin, and I drove to North Carolina to pick up the 225" Racetech. This was not the plan as the person who was supposed to go with me had to cancel at the last min., so she packed up and within an hour we were on our way to 30 hrs of driving in about 36 hrs. When we were driving through the Virginia beach area on our way back, Emily (pregnant with Alex) pretty much lost it " I have never been to the East coast and now I cannot even stop to enjoy the beach!!" (Did i mention that it was that it was raining and thundering). We ran the car during the 2008 season, and Alex was born that summer as well. The car ran 8.80's at 150 mph in the 1/4 and 5.50's at 125 in 1/8th mile. That car was sold in October and made its way to Louisiana.

Here is a video I put together:
http://s46.photobucket.com/albums/f148/SP3258/Misc/?action=view&current=McCombsRacing2008.flv

1949 Studebaker R5

This truck belonged to my Grandpa and after he passed away my Dad acquired this truck. Both drove this truck cross country with their wives, in the summer of 1997 my grandparents drove this from Spokane to Boston and back, and my parents made a round trip from Spokane to Cincinnati summer of 2008, both trips were to visit their kids and grandchildren. This truck has been modified and updated over the years and this is the current state of the truck:

1949 Studebaker R5
1972 Chev Nova front clip
1985 Camaro rear axle on modified stock springs with air bags
PB, PS, AC, cruise ctrl
1981 250 ci Chevrolet SDLD block with integral manifold head (replaced earlier 1972 Chev 250)
350 turbo transmission

Austin Healey 1962 MK III replica

This was a project that my Grandfather had in process that he was not able to finish before he passed away. About a year later, we ended up with the car and was able to take it to completion. This had an 2.8L V6 EFI engine (with an aftermarket SDS engine management, this was my first project with stand alone engine mgt) and we had a blast with this car while we had it, and won a couple of things at car shows. The decision was made to go drag racing, and this car was sold to finance the efforts, it was hard to see it go, but the time was right, and it found a good home in California where the 'no-top' could be utilized.

The Endeavor

I would probably say that this was the pinnacle of the McCombs racing efforts. I was able to travel to the salt flats in Utah just about every time my Dad and Grandfather went down there, even a couple times when we did not run the truck. This was a vision that my grandfather had to set a land speed record, and he and my dad did it many times, I believe improving the record every year. The engine came from the pull tractor, a Detroit Diesel 12V-71





Doug and Mike McCombs

Doug, Ruth & Mike McCombs

The Crew

In the 200 mph club!!