MoparMontana

By my understanding, I have always considered a car with- 1. a convertible top 2. no roll up side windows 3. a windshield that is not part of the cowl a "roadster". A convertible coupe, IMO, would have roll up windows and a fixed windshield frame like my '33 Chrysler CO6 convertible coupe.

Hi there, I'm not much of a forum guy but wanted to share this because I think it's going to be a really exciting project on many levels. I have been asked by a gentleman in Belgium to prepare his TJ Richards-bodied 1933 Dodge Roadster for the 2019 Peking to Paris Rally. While remaining very original in appearance, it will be powered by a meticulously prepared 230, a T5 transmission, and a more modern rear axle to dependably concur the arduous 8,000+ mile trip. Other than those three items the car will remain 100% period correct and unmodified in any way. Stay tuned, it going to be a bumpy ride, pun intended.

Unfortunately, there is no flathead specific inline catagory. You'd have to run in 'XO' which includes 'overhead valve and flathead inline as well as flathead V8 (except Ford and Mercury) and flathead v-12, 1959 or earlier design, up to 325 CI'. So, you'd have to run your Mopar flathead against the OHV GM motors which are STRONG performers. From what I understand (and I may be mistaken), if there are at least three competitors looking to create specific class (say, flathead inline sixes), they can petition the SCTA for a new class. Sounds like a good topic of discussion on this site, eh? Lets get some more old Mopars on the Salt! All classes and catagories can be found on the SCTA site at www.scta-bni.org Have a great day, and thanks for the support!

You are absolutely right We calculated 5000 RPM with 27" tires and 3.50 gears for a speed of 114.749 MPH. The problem is that the engine would only turn 4800 RPM, even after we switched to 3.70s. Think about this~ This engine is basically the same displacement as a Mopar L-head six... with two less cylinders and a 180 degree (vs. 120 degree) crank. Think about the crazy stuff happening to that spindly 80-year-old crank with a 4.520" stroke! Remember, it's taken 60 years to get the V4F record to 110. There's a reason for that. Things get exponentially more complicated on the Salt...

I was lucky enough to grow up in Indianapolis and have a dad who worked for Detroit Diesel Allison. I've been to 22 Indy 500's, 3 USGP's, 14 US Nationals, every dirt event (stock car and motorcycle) held at Indiana Fair Grounds between 1969 and 1988, every SCCA Sports Car race at IRP, 4 Monterey Historic races, and now 5 Bonneville Speedweeks... NOTHING COMPARES TO BONNEVILLE. STOP SAYING "SOME DAY" AND GO. SALT FEVER... CATCH IT!

The main benefit of aluminum is that it dissipates heat six times faster than iron, resulting in less risk of detonation.

Hi there, It sounds like a polarity issue to me Flux core wire or FCAW, takes DCEN/Straight Polarity with the gun to negative(-) output terminal and ground to positive (+) output terminal. Solid core wire with gas or GMAW, takes DCEP/Reverse Polarity with gun to positive (+) output terminal and ground to negative (-) output terminal. That should take care of you porosity issues. Hope that helps, Pedro

We didn't bring enough gear with us. We were done accelerating at the one mile. Our goal for the year was to simply have a car on the salt. We had absolutely no expectations to be running for a record. Heck, I was just happy the damn thing ran!

Hi Marty, Yes, that is something that will be addressed. What the video doesn't show is that we had an air intake on the first run, but the stud broke off moments before our backup run and we had to run without. That's why I was nervously laughing about fuel spurting out in the video. We did about about 10 dyno pulls at DynoJet here in Bozeman in September to ready the car for the World Finals in October (which were unfortunately rained out). We found about 7 HP and 10 FT/LB. That, coupled with a gear change, should THEORECTICALLY get us to 122 MPH. Thanks for your interest, Pete "Pedro" Hendrickson

Pete (BLUESKIES) suggested that you all might to hear more about our Dodge Brothers Bonneville project. The March Hot Rod Magazine article does a pretty good job of telling the story. As Pete says, the video http://www.mo-pod.com/heritage.php or is great but you have to excuse my sleep-deprived adrenalin-ridden first time ever down the salt state. There is also a good article about Earl, this project, and my P15 which was once owned by Earl (the car that introduced us all to each other at Speedweek 2005), in the Sept/Oct 2008 issue of MOPAR magazine (this is the Corporate magazine available at dealerships). Earl did not bring his car to Bonneville this year, and did not attend Speedweek, although he was a part of the project. He cast our one-off cylinder head and ground our cam. He is also particularly notorious in that he instigated the bet at a bar in Bonneville in 2007 that resulted me and a few buddies building a Bonneville racer in 10 months~ DO NOT TRY THIS AT HOME. The Montana Dodge Boys Fast Four Special is a rare 1928 Dodge Victory Six roadster equipped with a 212" Dodge Fast Four engine. This engine was only produced from August '27 to April '28, as it was discontinued when Chrysler purchased Dodge Brothers, and Chrysler began putting their sixes in the Dodge bodies (thus the Victory Six designation). The car runs in the V4F/STR (vintage four flathead/street roadster) class, one that has historically been dominated by the Ford Banger motors. I found the engine(s) that September and the rusty body in October (an Ebay purchase that resulted in driving from Montana to Minnesota and back TWICE in five days after the seller no-showed). We put the entire project together in less than 10 months. Crazy, insane, expensive, and a in hind sight, a bit ridiculous (especially for a $100 bet). I started the by purchasing three SCTA rule books and keeping one in the bathroom, one in the garage, and one next to my bed. To make a long story short~ Final assembly of the engine occurred six days before we loaded the car on the trailer. The body, engine and chassis, which were being worked on independently in friends garages across the state, came together for the first time exactly one week before we rolled the car onto the salt. The engine fired for the first time 72 hours before that. We set a record (108 vs. 96 mph) on my first-ever drive, and backed it up the next morning on 45 minutes of sleep. An amazing whirlwind. Our jubilation as Bonneville record holders and Hop Up Magazine 100 mph club inductees lasted just over a day. Our new record was broken by .8 mph (yes, that's point eight mph) the very next day. Anyway, we're going hog wild on the motor this Winter hoping to go 120+ in 2009. The is no "i" in team, and none of this could have happended without: Tony Smith- Engine Builder Chris King-Crew Chief (also Earl's Crew Chief) J King- crew EJ Engler- metal fabrication Earl Edgerton- The Mopar inliner guru Roger Meiners- media Jeff Conger- photographer Joni Evans- understanding girlfriend "Bondo" Bob Basso- bondo craftsman Stay tuned, and thanks for your interest. Pete "Pedro" Hendrickson Montana Dodge Boys Fast Four Special V4F/STR #60