🏅 Danny's 3500hp Blown Hemi Valiant | HALTECH HEROES |
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- เผยแพร่เมื่อ 2 ต.ค. 2024
- After years of serving as a "go everywhere" family car, this venerable VC Valiant (Chrysler) was passed down to a teenage Danny who had much bigger plans for it.
Fast forward a few years and the former family car is now a competitive drag racer with a blown 521ci billet Hemi V8 and a power output of over 3500hp! Sounds interesting? We thought so too:)
Read the full write-up on this car here: www.haltech.co...
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After years of serving as a "go everywhere" family car, this venerable VC Valiant (Chrysler) was passed down to a teenage Danny who had much bigger plans for it.
Fast forward a few years and the former family car is now a competitive drag racer with a blown 521ci billet Hemi V8 and a power output of over 3500hp! Sounds interesting? We thought so too:)
I have a question that may make sense? You mentioned the Haltech controls the ignition timing. Isn't the spark timing and duration set by the distributor cap and rotor location as that engine only uses a single coil? So it uses the points or whatever is in their place as the timing pulse than the Haltech runs the CDI box for as long as the rotor is in range of the cap to fire the plugs. So the Haltech is cutting or increasing the CDI Spark duration only inside of the range achievable on the cap/rotor. Or is it taking the place of a mechanical advance in the mag by the means of an actuator similar concept to a Vac advance?
I hope this makes sense.
Cheers
@@dazaspc The mag's internal advance is locked out and the Haltech controls the ignition box directly, so it's only inside a certain range of the cap and rotor. This isn't as bad as it may sound; usually, there is a mechanical advance mechanism, but all it does is change when the points open (on a points ignition) or move the magnetic pickup slightly clockwise or counterclockwise (on an HEI system), so the distributor's internals don't actually change position, just the timing of when the spark fires. This particular system maxes out at about 30 degrees BTDC.
@@murph9935 Thanks
So it uses the points as the crank trigger and the cap/rotor relationship is capable of giving enough duration in spite of it being in a fixed position. It must have a very wide rotor.
Cheers
be cool to contrast this with a timed mechanical injection system like the Kugelfischer - thats some serious black magic stuff XD
@@dazaspc doesnt need to be a wide rotor at all - theres 8 cylinders and 30 degrees is one 12th of the 360 of each cylinder so 360/(8x12) = 3.75 degrees of distributor rotation - close enough to one percent of the rotor path wide
Ah yes the devils taxi!!... absolute weapon of a car!
do you want some car with your hemi?
Lmao
I love hearing Dale talk about this stuff. Scotty, you play dumb very well, even though we know you aren't. All of us mouth breathers thank you for that.
These are my favourite videos, keep up the good work.
Plymouth Valiant here in the USA
Man, this Danny guy doesn’t mess around by the size of that party pulley!!
Badass
Tuff Mopar .. A long way from its factory 273 ci V8 👍👍
MOPAR RULES
MOPAR OR NO CAR✌
That's awsome how they managed to fit a VC Valiant to that Hemi👍👍👍😂
18v Makita battery. No way! Thats pretty cool man, simple and effective.
Yep, Ryobi boasts about 100+ tools for their One+ system, but Makita has a "3500hp Valiant"-tool FTW :)
I drove a 71 valiant with a 318
beat the hell out of it as a highschooler, never died
The Makita battery pack 😂 legends
It ain't stupid if it works 🤷♂️😂
the Tuning Fork blesses us with more knowledge!!
Prince Valiant Heights vehicle Nice vehicle
My brother had a Valiant together with his friends and they travelled through Europe with it in the 70s. I don't think the engine was the same though :)
Must be the factory regal with the optional 273 V8 ))
No regal came out with a V8
@@darylparker2609 1967 VC did!
Great info on mechanical injection! As dale said it’s either on or off.. would be good to look at how the burnout cars are setup as they are always on and off the throttle! Awesome vid guys! 👌🏼
We briefly touched on that in this video: th-cam.com/video/y6-Tr1JRKVY/w-d-xo.html
Haltech thanks guys. I meant how the mechanically injected blown burnout cars are setup. Either way this was a great video and some good info on the setup!
We haven't done any mechanically injected burnout cars as yet but it's something we're definitely looking at doing more of:)
"Only" on/off isn't completely accurate, only in specific use cases like drag racing. While this is how most high end drag cars are set up, given that they don't need part throttle during a run, there definitely is the ability to set up mechanical injection for part throttle capabilities. Look into tractor pulling for an example of this; in pulling, part throttle is an absolute MUST for a successful pull, as you have to easily roll off of the line, gradually opening the throttle as the driver 'feels' how the tires are hooking up to the specific track conditions, and, on a 300' track, they won't be full throttle until they're around 100'-175'(depending on the track conditions, if it's a sand-heavy surface or clay-heavy, moisture content, how many classes have previously made pulls on it, etc.). You can clearly hear this when watching a pull(check out some videos of the 2wd Super Mod pulling truck classes for great examples of this - they're required to run mechanical injection).
BTW, the VMS would be INCREDIBLY useful for pulling - maybe Haltech should reach out to some teams ;)
This car is nuts!!! It just makes me smile :)
How did you manage to film 15 minutes without Dale swearing?
50 takes
We had him sedated just prior to the shoot.
@@haltech with a dozen coronas?
😂😂😂
Stuart Hilborn used to make this type of system for a Ford Flathead V-8 engine. Alcohol maybe nitromethane. With a proper number of "pill" (jet) holders , you can even modify it to be a street driven system. The pill holders use an internal check valve and bleeds off fuel pressure . A small jet sends more fuel to the motor than a large jet. Simple and elegant, yes...
There is only one word to describe this car and its brutal.
It truly is, also sounds angry AF!
Dale is the man
Flat out 16 years ago he sorted my torana 383
He knows he’s shit !!
Scott.. you have the best job ever.
Seriously. Travel around and interview some of the coolest men&machines.
I seen GORR on the fuel pump. Ralf and his son Spike are legends . It looks like a rage pump housing
Mopar or no car!!!! You and the Renteria bros can match race good and evil !!!!!! I love the car😲
Love the 18v makita batery system, so smart
I'd be interested to know how it is regulated down to 12 or 14V to run all the electronics... I think I'll be stealing the idea for a future project.
@@jevans720 I'm quite ignorant when it comes to electronics but I've seen some people on youtube use buck converters to regulate the voltage in their projects.
@@jevans720 It likely isn't - most all high end racing hardware is designed to run on 18-24v
The modern numbers are ridiculous.
Wasn't that long ago that 500hp was drag strip worthy!
True that. Nowadays we have 1000hp GT-Rs roaming the streets like it's nothing special!
sorry officer , but i have mechanical injection . :)
love it basically pop the welds on the intake hahahahahaha
Nice video. Microphone also to Danny would have made the video even better ;)
Danny wasn't keen to get in front of the camera:)
As he clearly knows what he's talking about he absolutely has to get a mic. Next time I want to hear his expertise and not have to guess what he just said. Nevertheless great content, please keep it coming!
Great work Scotty🙌✌✌✌✌
That seems to work very similarly to an aircraft engine
Thanks tuning fork.. great video!!
I have been asking smart people why do we only run a “ FLOW METER” most systems run 2 flow meters 1 on the pressure side going into the engine and 1 on the return system . They work great but fuel expands with heat just like anything else. While not so important with alcohol...., with nitro it expands a bunch. The flow meter is calibrated to a specific volume at a specific temp and specific gravity. WHY DONT WE TAKE A FUEL TEMP READING at the flow meter🤷♂️🤷♂️🤷♂️??? Do we really care about the volume of fuel going in to the engine or the energy density of the fuel. With nitro it would be a game changer. Diluting your nitro % with alky as the fuel heats up in the staging lanes is WRONG🤣 while the volume expands with heat. The energy density stays the same. I started taking the temp while checking the % of the fuel after a run. The temp is all over the place with conditions !!!! Mind your fuel temp people !!!! You won’t be sorry
My eyes just popped out when seeing that number.
just the thing to drop the kids of to school
nice to see a VC... i have a stock standard VC ute in the shed waiting for restoration, not sure about taking it this far though!!
They are getting rare the VCs, especially the wagon version.
Heck yeah go the vc my favourite val
Hal tech needs to make a flow meter with a temp sensor embedded . 💪🏼😎 really sick it to the “PAK” screw them dudes. I’m telling you game changer
"Pop the welds on the intake" Bahahahahha
I'd Like to preface what I'm about to say with this statement... This isn't meant to be hateful. it's a genuine curiosity.
I've noticed that in Australia, 4 door cars are the norm. They seem to be the go to car's to mod. Here in the west(Canada), unless the car was meant to be a a fast sedan from factory(BMW M5, for example), the 2 door is always the preferred base car for high performance builds. My question is, is it a cultural thing or is it just that 4 doors are more commonly available in Australia?
There are a lot of high performance coupes down under, but you are right to a large degree. Most coupes bring a premium here due to a perceived "sports image" (but are generally slower). Coupes are typically heavier, and four doors are in more plentiful supply, so the reason you see more four doors is because of weight and availability, not because people don't want coupes, we just never had that many coupes here to choose from, and they were made in limited numbers. The other reason is because most locally made coupes have skyrocketed in price and are more likely to be in mothballs than the equivalent four door of the same car.
@@DodgyBrothersEngineering Makes sense. Thanks for the response. appreciate it.
There probably is a "cultural" aspect to it, but the fact that we love cruising with a bunch of mates (who can get in and out of a 4-door much easier) might have something to do with it as well:)
@@haltech hmm yeah sort of, and I see where you are coming from, but we would go cruising in whatever was available regardless. Yes it definitely helps with getting in and out, but I don't know if it would really be a purchasing consideration to buy the four door over the two door. Really it used to come down to who owned the hottest car, not the amount of doors.
The only thing that makes me nervous is the 3.0 makita battery, after so many 3.0 failures myself I'd probably grab a newer style one
Legend Scott 👍
Awesome vid guys. So good to get a in depth look at something mechanical.
The main jet works in reverse the jet is a return so the smaller the jet the richer the system .
Very nice
I'm waiting to hear this guy say any minute now, Yabadabadoo
Learnt so much in this. What a weapon of a car.
Can ya put it on your dyno? 😂
WTF how small is the blower pulley?
The ratio must be at least 2X crank speed.
These guys must pray to the Gates Polychain Gods every time they run it.
They said 107% currently with 125% of engine speed max, so slightly faster than crank. The bottom pulley must be not that much bigger than the top
@@265chemic Yep I know { Wrote comment before the end of the video} but that is still a mighty small pulley.
@@265chemic they say 107% faster so 207% crank speed
@@carnivorebear6582 they said 107% faster and not 107% engine speed? Edit: yep that's it, you're totally correct
Tufffffff
Praise Gringus!
Would've been better seeing it run
There's an in-car footage from an event where the car raced half way through this video.
Great timing! I have a question about the flow meter. I work on fuel funny cars and I do the blower ignition and fuel. And I was wondering about the thermal expansion of nitromethane. I know your talking about methanol but they go hand and hand. Nitro tends to have big time thermal expansion I always knew it but I found out first hand when I brought some nitro home from a nostalgia funny car race. It was the clear Chinese stuff that goes great on a margarita. I filled some water bottles up in the trailer at about 65 degrees and on the way home from Bakersfield in the hot summer sun I was smoking a cigarette . Windows down it was 90-95 out. I looked over at the bottles and the nitro expanded so much it ballooned the water bottles and removed all the pleats. Needles to say I stoped for s cold drink and some ice and made it home. I put the nitro in the freezer because nitro freezes at like -150 degrees. A few days later I look at the bottles and they where all collapsed and sucked up. It’s now burned in my brain and all I think about is the fact that nitro % percentage when mixed with a measured amount of alcohol will go up as the fuel gets hotter. This is because the nitro grows so much and the alky grows very little thus physically displacing more volume. Fuel cooling has proven to be a game changer in many drag racing classes. And there are rules now I’m place like with A/Fuel dragsters where the fuel can be no cooler than 40 degrees in the staging lanes before the run. I grew up racing with brad Anderson . His wife carol was like my track mom. I remember how cool it was to see the injector iced over at the end of a run in the alky cars. Any ways that -10 line with the flow meter just reads the physical fuel flow and when nitro is heated it expands 15-20% I would guess and the power density stays the same. I would think a fuel temp sensor @ the flow meter would be used with the flow meter to calculate fuel density A more dynamic equation. Most of the teams have removed plenum temp and or boost transducers because the date skews your judgement. With drag racing cars it’s really hard to find scientific fact!!! It’s all opinion based on performance 😳
Your question can be answered by understanding the latent heat transfer of alcohol. As you know nitro methane is susceptible to temp changes and expands / contracts proportionately (it's why nitro is normally stored in climate controlled conditions). The reason alcohol must be present in a nitro mix is two fold, the first is because as you already know nitro doesn't burn it explodes (controlled detonation), and it needs a heat source to achieve combustion and burn long enough for all the nitro to be burned throughout the cycle. The second reason is the alcohol helps shrink the nitro methane in the cylinder to allow more nitro to be injected and burned. Since alcohol has a cooling / shrinking affect when atomized and introduced into the air stream, it is less susceptible to the base fuel temp. As you have noted it can pull so much heat from it surrounds that it can ice up the injector hat. A small difference in alcohol base fuel temp makes no real difference.
Dodgy Brothers Engineering thanks!! Nitro does not explode it’s just super hard to light. I’m taking some chemistry classes to better understand nitro because there is little factual base info out there. We have a rule that we can only run 90% nitro the lowest % we run is about 88% so all are tuning is done with 2%🤣 . I’m actually working on a secondary fuel system for fuel cars. There’s no rule that says we can only run 1 fuel system so I’m working on a alky secondary pump and accumulator. If I can separate the nitro and the alky I can run the nitro fuel system in the port, and down nozzles. And inject the alky system over the blower to take advantage of the natural inter cooling effect. The accumulator will use a bimba cylinder to inject alky in to the hot cylinders seen on the EGTs. Thanks for the reply I’m always open to learn a bit more about nitro.
@@groomlake51 hmm it's colloquially called "pop" and "jump juice" for a reason. And it is the reason why top fuel engines hurt so many parts, because the engine is in a constant state of controlled detonation (and sometimes not so controlled). Nitro doesn't burn like regular fuel it flashes off extremely fast i.e. explodes like dynamite (NITROglycerine ring any bells?) , it is this violent exploding action of the fuel that hammers the parts and causes the damage. A lot of people mistakenly think nitro has a high calorific energy value, but proportionally speaking nothing could be further from the truth, nitro actually has an extremely low energy density. However nitro does have a very low stoichiometric value, and being able to stuff a whole lot more nitro into the engine is where it makes up the power difference. Not only that but it also produces it's own oxygen as it burns which further aids the power generation.
@@groomlake51 very interesting thoughts of separating the fuels. But that presents a bit of a problem... How do you prove that you haven't exceeded the 90% mandated maximum if you feed the fuels in separately? (remembering how it is tested) But if you get past that little problem I guess the next question is where would you get the greatest gains from injecting the alcohol? To me it would make the most sense to inject it post blower. In the hat you are only cooling ambient air, but post blower there is significant heat added to the air. Personally I would probably look at injecting at multiple points down the runners to get maximum effect. Then you need to consider thermal expansion / residual heat build up of the rotors... without some alcohol before the blower how do you control rotor growth / rotor temps? You really would want to inject some alcohol if possible at the point of air mesh, so the rotors could be cooled, but not so much that you get any kind of splash back to cause further air flow issues. Lot of trail and error in your suggestion, but definitely think you are onto something.
@@groomlake51 EGT's are not a bad way of crudely controlling cylinder temps (they're tried and tested), but to gain any real insight to what you are trying to achieve, I can't see you getting meaningful data without some more temp sensor inside the engine. You need to be able to measure the deltas to be able to conclusively say if an injection point is having any benefit or not. Sometimes our gut tells us one thing, but sensors give us a totally different picture. Then the real conundrum, what sensors can you use that are quickly removed, will take a back fire without destroying the sensor, and something that can deal with the extremes temp changes. I personally would sort out the monitoring system first of where you would want the injectors to go, before tackling the secondary fuel system.
Why didn't you simply use a U.S. Valiant or an Aspen or a Volare instead of it's far uglier foreign copy. Also...you're using a SCREW blower? Have a happy grenade moment....yow!
Where do we start... First - it's not a copy but a genuine Chrysler car made by Chrysler Australia under the Valiant name. Second - why ship an American car down to Australia at a great cost, only to spend even more money on the LHD-RHD conversion when you have a perfectly good example sitting right there in your garage. Third - Ugly? They say beauty is in the eye of the beholder. Fourth - there is a link in the video description to the full story of the car explaining the reasons why Danny chose it. One of those reasons is a cool story about Danny being brought home from the hospital as a newborn in that very car.
It may be machined by Brad Anderson but the engine architecture is still a Chrysler. I love when they try to take credit for something they didn't come up with......
The funny thing is this... I liken a blower sticking out of the hood has the same effect on men as a good looking blonde with big boobs. No matter what the rules makers do in Pro Mod, the turbo cars are faster. They have to keep giving the blown and nitrous cars a weight break or some other advantage. They try to slow the turbo cars down without being down right draconian and still doesn't slow them down, too much. This technology was built strictly for drag racing and is sourced from the 1960's! If Top Fuel and Funny Car were allowed electronics the cars would be likely too dangerous to drive by humans. Even at 1000 ft, 3.50's @ 320-330 mph with this archaic fuel system and General Motors Supercharger technology from the 1930's? Who would use this stuff?? Like I said people who like Blondes with big tits... Decidedly LOW BROW. Proof by a comment below "You got Dale to speak for x amount of minutes without curing?" Anyway I like this sort of stuff but it really belongs on the drag strip, attempting to drive something like this at part-throttle is just a exercise in sadomasochism. Some Funny car crew members decided it would be fun to put one of these in a '57 Chevy station wagon. Just to drive it on the street they had to fab up another complete fuel and throttle body system....
Anthony Thomas boobs....
I am also led to believe that a mechanical fuel pump is more reliable and able to deliver more fuel than the electronic versions
is that one of them burn out only cars 🤦🏿♂️
Absolutely not. This is a genuine drag car - won the ProMod Class a month or so ago against all-fibreglass-bodied promods:)
www.haltech.com/haltech-heroes-danny-makdessis-blown-valiant/
Did you watch the video?
gotta wonder....2 mega turbos controlled by a haltech....even more horsepower that’s controllable....blowers in their end days right here
You can think that all you want, but it simply isn't true. Didn't you hear? This car WON a Pro Mod event.
AAAAALLLLLLLL of these cars make far more power than they could ever put down to the track, regardless whether they're electronically injected, mechanically injected, or carbureted. Drag racing is a tuning competition, plain and simple, and, it doesn't matter how capable your fueling & data systems are, if YOU can't turn that capability into on-track performance, then it's irrelevant.
And, the scale of this isn't as micro as you probably think it is, it's on a more macro scale, which is why an MFI or carb'd car with an experienced tuner that knows the car can still beat the shit outta the most advanced EFI car with a data consuming whiz at the keyboard. Variables that are beyond your control tend to wash over very fine, minute adjustments, which is why MFI & carburetors aren't going anywhere any time soon.
It's amazing to hear Scotty baffled at stuff. I love it