Crank Trigger

[1320racer]

more CLUELESS comments from one that thinks he knows!

1.82HP per cube!

[Ed Wright]

Wonder what it is like to be SO impressed with your car and yourself?

[Pedigo Perf]

Originally Posted by Ed Wright

Wonder what it is like to be SO impressed with your car and yourself?

You could always ask Kyle

[Kegracing]

Is Kyle banned again??? Have not seen anything lately.

[Alan Roehrich]

Originally Posted by 1320racer

more CLUELESS comments from one that thinks he knows!

1.82HP per cube!

You are the clown prince of clueless, run off of at least 2-3 forums.

When you can make 1.89HP per cubic inch with a legal Super Stock engine, that you built, let us know.

[art leong]

Originally Posted by Alan Roehrich

You are the clown prince of clueless, run off of at least 2-3 forums.

When you can make 1.89HP per cubic inch with a legal Super Stock engine, that you built, let us know.

I have the iggy button pressed on him but everytime you quote him I can read it.
My feelings are that if a distributor ignition thats working perfectly is probably as powerful as a crank trigger setup. (If the fire is lit right it's as good as it gets) . A distributor is going to retard some due to chain stretch etc. This might be what the motor wants.
But with a crank trigger setup you can control exactly what happens and when it happens
That to me is a winning situation.

And I build my own engines, in superstock. But I only make 1.70 horses per inch...
Oh wait a minute thats at the wheels, through an automatic trans.
A 2600 pound car that can go 12.40's with an N/A 4 cylinder automatic.

[buzzinhalfdozen]

BTW Ed ignorance is having no knowledge of something...stupidity is having no knowledge but stating that you do or knowing better and doing it anyway. Sound about right? Making claims like you have without knowledge of the subject (you don't run a crank trigger so you don't actually have any REAL experience or data to back your claim) IS simply stupidity. My sons car with a STOCK 460 (with the exception of the cam shaft, bone stock heads and a dual plane intake on a 10 inch slick regularly runs 10 teens, much quicker than similar cars with much bigger engines. Does it make him special....no merely a good combo. So if he were to come on here glorifying himself as gods gift to drag racers, he'd be as full of it as you are. Still waiting for your reply of a second opinion that a dist. based ignition is as good as a crank trigger.

[buzzinhalfdozen]

To js72mav, I whole heartedly apologise to you for any posts I've made that took away from answering you questions. I hope you can read the replies that pertain to your query and make a sound judgement as to the merits of each of the triggering methods you've described. Again my apologies. Joe

[Pedigo Perf]

Originally Posted by buzzinhalfdozen

To js72mav, I whole heartedly apologise to you for any posts I've made that took away from answering you questions. I hope you can read the replies that pertain to your query and make a sound judgement as to the merits of each of the triggering methods you've described. Again my apologies. Joe

Joe, you have compelled me to contribute something "on topic" for js72mav to consider while making his ignition choices.

I can easily come up with a dozen solid reasons to pick the crank trigger over a distributer ignition but consistency is one that applies to all racing types. The timing is constantly changing with a distributer type as already noted but even more than you might expect as oil viscosity or engine oil temp changes. Additionally, distributer drive component wear necessitates constant monitoring of timing throughout the season not to mention that slippery chrome clamp (never use one) letting things adjust themselves at the most inopportune times.

But I suppose if you're the kind of racer that's always holding a tenth, I guess consitency is overrated.

TP

[1320racer]

Originally Posted by Pedigo Perf

I can easily come up with a dozen solid reasons to pick the crank trigger over a distributer ignition but consistency is one that applies to all racing types. The timing is constantly changing with a distributer type as already noted but even more than you might expect as oil viscosity or engine oil temp changes. Additionally, distributer drive component wear necessitates constant monitoring of timing throughout the season not to mention that slippery chrome clamp (never use one) letting things adjust themselves at the most inopportune times.

well I and everyone of my closest racing friends, some of which are stock and super stock racers must be the luckiest MFers to ever drive a race car cause our bracket cars are DEADLY consistent, our timing doesn't change with oil viscosity and temp nor do our distributors require constant monitoring throughout the season for fear of component wear not to mention the distributor hold down clamp allows "things adjust themselves"

CLUELESS comments doesn't close to describing this level of nonsense!