http://www.youtube.com/watch?v=F-B0VgRE_8M&feature=channel_page

It's a stepside because that is what he had.

Alan, you are exactly right.  A straight side bed would be much more aerodynamic, but it just wouldn't look like the ones I have been driving since 1961.  You just cannot change something you drove in high school.  It is a small handicap for Tim McMaster, but so far he has overcome it.

Built in 1961 ("D" code 312)

Built in 1972 ("D" code 312)

Built in 1983 ("E" code 312)

Built in 2007 ("???" code 258)

Of course they were all Y-Block powered........

It would be interesting to see a little airflow test on the Yellow Brick. By the time you push that flat nose through the air I wouldn't think much would be near enough to be disrupted by the rear fender flow. Probably look something like one of the early space capsules on re entry. I wonder what a shed, a big fan, and a smoke source would show? Chuck in NH PS still proud as heck of ya!

Win, lose or draw, 2009 will be the last season for the Flying Yellow Brick, so no body modifications are in store.  Tim is in the middle of a new 258 cu. in. engine (bigger cam, lighter valve train, better flowing heads and more compression) and our goal is 130 (the fastest time last year was 124.635 at Bonneville and the latest record there is a little over 126).

Next on the drawing board is a 1961 Mercury Comet (just because I have one).  It will have a turbo (get ready Reed) 258 cu. in. Y-Block and the current record for the E/CBGC is 152 and change (E is under 260 cu. in., C is Classic-1981 and older body, B is blown, GC is gas coupe -meaning it has an engine swap, no body modifications and on gasoline).  The record has stood since 1999 and is owned by Gail Banks Engineering.  Setting a record here would be difficult, but another class with a larger Y-Block would be more difficult and out of my budget range.  I just want to go as fast as I can with a Y-Block and still be competitive.

By the way, for the 2009 season and beyond, I will be flying your "Y-Blocks Forever" plaque and Lon's Australian license plate. 

Enjoy!  

http://www.youtube.com/watch?v=F8kiGC6tmQg&feature=channel_page

http://www.youtube.com/watch?v=08JmrQy8zdc&feature=channel_page

Click here for more on Oil Mods

First, welcome to the site.  There are lots of interesting discussions going on here and I am sure you will be entertained and enlightened.

Thanks for the comment.  One thing I have noticed is that the firing order of the Y-Block sure makes a different (and in my opinion, better) sound than just about any other engine I hear out there.

Yes/No, The BNI only gives a trophy to the last record set in each class at the end of the week.  We set the record on Tuesday and had to leave for Columbus, OH for the Y-Block Nationals and Shoot Out.  The previous record holder was there and wasn't able to keep our pace until later in the week when he took the record back (hence, the trophy went to him).

Yes, they did recognize our record and sent us a nice plaque.  So, we're still in the hunt to be the last one standing in August.  It is one of those "just wait till next year" deals.

By the way, the entry name for that other record holder is also "Speed Dreamin", is this really you Roy???

Glad you like the site, these are really good people.  Look for a PM soon.

Interesting you should ask about these classes as this is my next area of classifications with a Y-Block (2009 will be the last year for the truck).  I will try to keep it short, but I need to write a little to spell it out.

Stock type coupes and sedans run in two basic categories, "classic" (1981 and earlier) and "regular" (they really don't use that word), (Usually 1982 and up) (most often Cameros, Firebirds and sometimes late model T-Birds).  I don't know exactly how many years ago it split like that but it was around 2000.  It gives the less aerodynamic bodies a chance to run in their own group.

In your case the EFI is not allowed in the classic category unless it is OEM.  That means you would be placed in the regular classes and the records for your dream machine would be in that area.

292 cu. in. would be in the "D" class, the turbos would be considered "Blown", with no blowers available in 1960, you would have to run "Gas Coupe" instead of production.  Your class would be D/BGC.  The record currently is 265 and change, set in 2003.

Mechanical fuel injection or carbs would allow you to run classic and that would be D/CBGC.  The current record there is 209 plus set in 1980 by our friend Gail Banks.

Our older friend Karol Miller, went just over 150 in 58 with this same kind of setup, Latham Blower (with carbs) and 259 cu. in.  In 1956 he went 139 plus with a 312 E-code and in 1957 he went 150 plus with a 302 E-code (as per articles I have read).

Too much information and hard to believe?  Yeah, but with new technology and deep pockets, these guys can do unbelievable things.  Besides that, the current engines are almost all aftermarket parts (blocks to heads).  Probably the only thing from the "factory" is a thermostat housing.  By the way, this is gas, fuel adders start a "whole nother" conversation (and higher speeds).

Banks is the turbo guy alright.  He is into everything now (especially trucks) including NASCAR.  I met him in Las Vegas a year ago and he shared some wind tunnel (legal for my class) info that he thought would help my truck.  I have not been able to adapt it yet, but I will for this season.

All of the trucks that you saw were 57's.  The first three had 58 grilles because I liked the quad headlights better.  However, now that I am racing a 57 I thought it would be more nostalgic to run the correct grille.

Thanks for asking............ 

Thanks for the comments and heads up on the magazine.  Actually the March issue of GoodGuys Magazine has more pictures.  Classic Trucks had a nice picture and caption in their March issue and the editor told me that there would be more as they picked us for an award at the Texas Loan Star Nationals car show in October of 2008.  I'm told there is still other magazines that will run pictures and information soon.

Please note that there would be no success without the help of engine builder Tim McMaster.  Not only does he design and build the power for this thing, he also calls quite often and makes sure I am on the ball with finishing touches.

Thanks again...................

About aerodynamics. How about flat aluminum sheet under the car with Formula One style ground effects and diffusors to direct air and to generate suction to keep the car steady at high speeds. And installing radiator horizontally to the bed with fans sucking air from under the car to create more downforce.

I might be wrong, but for me it seems that your car "travelled" quite a bit at speeds on that video clip. Is it about the tyres or the grip or the tracks on the salt?

Good question about aerodynamics.  Pickups are handcuffed as to body changes.  There are only two categories, production and modified.  Modified basically means an engine swap to something that was not available during the production year for your vehicle.

The rules specifically state that you cannot use belly pans, change the location of the radiator, no air ducts, no vents, no vortex generators, no spoilers, and no changes in body panels (cannot even cut a hole in the bed).  Only in "modified" can you use a front bumper air dam.  The only hole allowed in the body is to add a hood scoop.

Changing any of these rules will put you with the faster (much more aerodynamic) coupe and sedan altered classes.  This is one of the reason the records are so much lower in the pickup categories.

Good eye on the movement of the truck at speed.  Most cars move sideways quite a bit during the highspeed portion of the run especially later in the event when ruts from high hp vehicles make the track surface a little uneven.  If you are fortunate to be among the first to race on a new surface, it most likely will run straight and true.  Other reasons for the movement are soft spots, car aerodynamics, and the rearend trying to drive around the front end. 

When viewing cars from the side, they look like they are running straight, but if you saw an aerial view, you would be surprised at the movement (fish tailing and drifting).  I asked lots of questions about handling and the old timers warned me not to correct much during a run.  They said if it wants to drift, let it drift, and it will eventually come back.  Sounds good, but the pucker factor gets a little high the closer you get to the cones.  You probably hear quite a bit about spins.  The two main reasons are over correcting and the rear trying do drive around the frontend (and who wants to lift on the throttle?). 

But not to worry, the rules (there are so many) state that you must remove the gas tank from inside the pickup cab.  So, when you remove the tank, you also remove the filler neck and the hole that is left open now must be closed.

I did have a problem once when I was trying to increase the pressure behind the rear window.  I ran the exhaust up into the bed just behind the cab in an attempt to shoot big holes in the low pressure area (interesting idea huh?).  When the tech inspectors saw it, their eyes got real big .  However after a huddled conference, they said that it was a grey area due to the exhaust rules (another long story) and that they wouldn't stop me from running.  They also said that if another entry (that means you Roy) protested, they wouldn't guarantee I would have much of a leg to stand on (protests do happen, but I have never seen one).  Long story short, I removed it.

Please feel free to ask questions or recommend your ideas.  You know how it is, when you are so close, it is easy to overlook something.  Besides, 2008 was our first full year of racing and we are still learning every day.

You are on the right track (but you have to run a Y-Block in it).  Norris Anderson (#898) goes just under 200mph with his AA/MP.  It is over 500 cu. in., and he currently holds the record at Bonneville.

You hit the nail on the head.  It is fun just to see what is possible.  Remember, "first you say it, then you do it" (I think that expression started about dung ).  Also, the saying is true if you think about me, "Heck, if he can do it, anybody can do it".

Studebaker did make a 259ci V8, not sure if it was out in '53 though, that would put you right in class. I have another friend that thought of this when he heard what Charlie was doing. 

Thanks for the tip on cleaning up the undercarriage.  That is something I never thought about.  I have a good mental image of the bottom of the truck and I'm going over it now.  I don't see anything major, however, like you said, every little bit helps an you bet I will be under it tomorrow looking for anything that can be eliminated.

That is a great testament for using belly pans.  That was the first thing Seppo from Finland had suggested.  Too bad they are outlawed in the pickup classes.

Very interesting about the 62 unibody (I have not run into him).  (Did you see that Charlie M?  By the way Charlie, the record for D/PP at Maxton is 120.000, set in April, 2006 and they are liberal on the safety rules for that speed, I don't think they even require a roll cage or 5-point harness, but better ask).

If the unibody is in D/PP he must be running a 292 as the cubic inch limit for "D" is 305.99.  If you run into him in your home state of Washington, invite him to log on and share with us.

I know what you mean about gear ratios.  I started with 3.25 (what a rookie!), then worked my way through 3.73, 3.89 skipped 4.11 and went to 4.33 and finally found the sweet spot.  Tire changes has fine tuned the final drive ratio from there.  When I tell people about the 4.33's, they get a scrunched up look on their face.  That little 258 just needs a lot of breathing room.  If I had four or five hundred hp, it would be a different story.

For anyone reading this that has not read all the threads, Roy is a MOPAR man and the current record holder in the class I run in (E/PP).  As you can see, people on the salt (just like the Y-Block forum group) will do whatever they can to help a fellow racer, even in the same class.

I see you read that 2009 will be the last season for the truck.  It will be turned out to pasture (back on the streets).  It was a street rod for over 20 years and I believe it has another 20 in er' (question is, do I?).  After the truck, I will run a sedan.  It is very difficult to stay focused on the current season coming up when my mind wanders to what we want to accomplish in the next life for the Y-Block.

Dreamin' isn't bad, I join dreamers like Seppo, Paul, Charlie M, Reed, Alan, Chuck, Tim, (you too Roy) and with enough hard work, perseverance and dogged determination, who knows what we can come up with (oh yes, a sponsor or two would be nice) (Social Security only goes so far).

Thanks again Roy,

PS social security dosen't provide much in the way of sponsorship funds. Although we could talk about doing some decals or bumper stickers to peddle along the way? That I can work on.

MoonShadow, this is for you. Don't know if this is Y powered but sure looks fine .

About that under the car shielding. All the new Mercedes Benz cars ( and all the rest too ) have plastic shields under the car to improve aerodynamics and to make them more silent. Fuel effiency gets better and better and all this reduces pollution. How green are we?

Thanks for the sticker idea.  We should work on that.  Perhaps even the Y-Blocks Forever plaques.  I will PM you to discuss it. 

We have been selling "Burns Brothers Racing" t-shirts,  but we need to get the cost down a little to be able to sell them on-line.  If it were me, I wouldn't pay over $20 for a shirt and after shipping there just wouldn't be enough profit left.  We are currently out and there are some design tweeks and an update on the records being made.

Seppo, I sent you a PM...................Thanks guys

T-Shirts here http://yblockguy.com/yblocksell.htm

Enjoy!   http://www.youtube.com/watch?v=KwJjzLgd1Kc