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#151, the 2003 Ford Ranger.

The (mostly) blue Ranger with the big aluminum chin. I think we're going to try NCM instead of RA this year, racing at new tracks is really fun and it's about the same distance for us.

Define limit. You can spend thousands if you WANT, but the judges will penalize you with lots of extra laps and/or class the car out of competition. That said, there's a lot of stuff that's snuck through in the guise of safety, which is budget exempt. Tires, brakes, wheels, etc. get through because of safety. But lots of these cars are really just junkyard pieces successfully smashed together using an insane amount of man-hours. And those are free!

@@hydrochloricity Sounds like cheating to me! My son raced gokarts when he was 8 and 9, I did it on a tight budget, and followed the rules. No one was supposed to open the engines. Most of the karts were so much faster down the straight. It's a same they missed the point of it. Instead they taught their kids to cheat. I told my son that giving your best, is the goal. He got it, and is an honest young man. Cheating ruins it for me.

@@tvdinner325 It may be cheating by letter of the rules, but you have to understand when it comes to Lemons- the more you spend, the less likely you are to finish. The fastest "cheaty" cars as we call them are also the ones most often plagued with problems because they're now making 3x the power they should... and they're still generally crap cars, or otherwise cars that are in Lemons for a reason. When you look at the cars in the race, a lot of them may look like they were more than $500, but honestly... They probably weren't. Very few of these cars have the original engines, suspension, etc. Most are purchased as broken and made to run. Hell it took us 3 years to win in C class, and that was starting with a truck that had been running Lemons for years before we got it. Just because the car is technically more than $500 doesn't automatically mean it's going to win a 16+ hour endurance race. The vast majority of the time, the cars that are obviously out of the price restriction don't do better than 15th in their class (and they're almost ALWAYS in A class). Plus it means we get awesome stuff like the Viper-powered Rolls Royce Silver Shadow!

@@hydrochloricity I'll have to find on near me. Sounds fun. Congrats. on the win.

Do you have an Instagram I can follow?

It's been quite a while since I did the math, but the GSXR1000 ITBs are only 40mm IIRC. The airflow numbers are roughly the same for a 1L I4 at 14k RPM as a 1.3L 2-Rotor at 8-9K. The throttle response bears that theory out too, it's extremely snappy. It is a bit sluggish at low RPM, but the length of the runner is targeting a peak power band of 7k+ and with injectors that far away it's not that surprising. It's a track-only car, so that's not all that important, but when it was street driven it was still totally driveable.

@@hydrochloricity did you ever dyno it? Or do you have an estimate on the hp?

@@1OMEGA111 No, never dynoed. Lots of little engine things I'd want to clean up before I would want to know a final number, and I've been spending all my time on the chassis. I built a roll cage, the front end needed more camber, then the rear axle tried to fall out so I'm building a rod-end 3 link setup. Given what I know about the engine and comparative performance to some other vehicles on track, I would wager it's around 190-200HP, but the powerband is definitely pretty narrow.

@@hydrochloricity very nice, I invested in the chassis first too (needs a lot more, but it's finally at a point where it would handle the extra power well) I guess your powerband is the result of the very short runners? Is the engine ported? What rpm do you rev it to? I'm hoping to do longer runners for my gsxr-600 tbs, but I have a few things to figure out first, (like the best way to maintain the auxiliary port actuators)

@@1OMEGA111 The runner length should have targeted a peak around 7k, but the intake was actually designed for a 4-port 13B so I had to add a 4 to 6 port adapter when the old engine turned out to be trashed, so it may be lower than that. I haven't actually broken this engine apart since I bought it- when the 13B hybrid engine in the car when I bought it turned out to be dead, I needed a new engine stat so I found an S5 NA engine locally and slapped it in- the seller claimed it had a streetport but I never confirmed. So I only rev it to 9000 lol. Of course I don't try to hit the limiter on track, depends on the next corner. I actually run the aux ports open all the time! Plus with the injectors only at the throttles it's could be the worst possible low-end configuration available, but I don't really care since it spends all its meaningful time at 6k+.

Solid roller lifters (I'm not sure hydraulic lifters were a thing in 1932). The engine has failed 3 times regardless since, the camshaft bearing oil supply has failed and spun the bearings. Machine shop claims the full-flow oil filter that replaced the cooler is too big a restriction.

William Corl the ITBs are Suzuki GSX-R 1000 throttles. I swapped the injectors for 630cc versions, and that manifold is handmade. The flanges were laser cut locally and I cut and welded the runners. Ideally they’d be aluminum, but I don’t know where the spool gun for my MIG is, so it’s all steel for now.

@@hydrochloricity Dude this is almost exactly what I did. Except I went with two end ITBs from the GSX1300R.

@@coreyworthington2797 I know there exists a manifold designed for two ITBs/Weber carb, but with only two ITBs they need to be a lot bigger and that manifold was longer runner lenght than I wanted for my target power peak. Plus the cost difference between gixxer 1000 parts vs Hayabusa (1300) parts is comical.

@@hydrochloricity My biggest critique about purchased manifolds is that none of them had the Injector locations I wanted. I made mine shoot the primary injectors at a 45 right at the outer ports. The secondaries use the stock itb location. My friend gave me 4 1000cc injectors and the throttle response is pretty good.

@@coreyworthington2797 Lol, I have about the worst possible injector location possible. I'm only using the original GSX-R throttle injector mounts, which at low RPM especially are just blasting the outer wall of the runner. Under high-throttle, high-flow I know it's actually pretty good, but if I ever cut a gnarly port in this engine it's gonna have an even worse than normal idle.

Nothing, that's the atmospheric vent. You need that open. The other hose goes to a strong source of vacuum (I ended up having to have this motor rebuilt as the old 262 didn't have enough vacuum to drive it in the rain).

Nicholas Davis This thing's still working?! No engine swaps yet, lol?

was? she still is lmao, i bought her

This engine was PnP heads, a different design of supercharger outlet, modified supercharger (filled silencer holes), and yes, Delta 1500 cams. I got about 1000 more RPM of powerband out of it.

Nothing too complicated, it was a 2002 WRX ECU, running in speed-density. I tuned it myself over about a month (the first time. tweaked it for years).

It's still for sale, but next weekend I should have someone coming to look/buy.

Shes all mine now! I cant believe i found my car on youtube

+jimmaey Ah, nope. You might be able to take the gears out and re-arrange them, but I don't remember that well.

+jimmaey I'm not sure what you mean, I just ran the speedo using a frequency generator to re-accumulate the miles lost when the stupid plastic gear failed.

+Get Shrekt Now I just need a turbo that can do that...

They're SU carbs from what I believe to be two Triumph Spitfires (I'm not 100% sure, it's been a while). The manifold to mount them is a custom stainless tubing setup. There's one flange with all the holes, that's the exhaust header, then four individual runners that mount to the flange and mount the carbs.

Well, the simplest way is to go to a junkyard and pull one side of an LS or LQ V8's coils and wires and wire them in. You can run the coil pack, but it's not really worth it.

It's ignition cut, targeting a 9:1 AFR. I don't actually think my injectors are capable of that, but it's enough... I don't know if the AP has this capability, but I do know the Bee R would do it, and from other examples, with more flamboyance. Not necessarily better for spooling a turbo, but with more flame.

@@hydrochloricity if your targeting a 9:1 afr then whats your timing like -20

@@harrisbrosautomotive6114 I think it was around -14, I'd have to try to dig up my old tune files. This car has been out of my hands for 5 years or more.