DaBulldog

alright, duh, I'm a dummy. If I had just paid a little more attention to the emails.. I would have answered my own question. Sorry, brain fart. So now we know. Twin disc clutch for the SQ. Add that to the parts bin.

Ok, so we know that the disc is the same, do you have confirmation on the pressure plate as well? The bolt pattern would really be the only difference.

oh, and one more thing Neil, and everyone. Check out the article in the new Turbo about cryo treating parts. Could help the rod situation. also, when it comes to rods, I'd like to see if we can get a longer con rod into the engine. a longer rod means slower mean piston speed at TDC and BDC which translates to less stress on the components and potentially higher RPM from the engine. NE1 know anything at all about the possibilities?

oh yeah. BMW, lakewood is the company the Sakura team used to put the, was it a liberty or a lenco?, behind the 2.6L. which means they have the dimensions needed to make us bellhousings. how does a 6 speed richmond tranny sound? I'll check more into it when time permits and give you all the info I can.

about the clutch, look at the part numbers for the conquest clutch. 15544. the mazda 626 and the rx-7 II are the same clutch part number. I'm going to do a little more research to verify this, but I'm confident that is correct. And by the way Thanks for the info about the DOHC head. he's here in Seattle where I am. I think I'll ring him up and see if I can help at all. Lets look hard for more parts guys... I want lots of brutal SQ's this year to give the aftermarket a wake up call.

1.643 on the 11 second run. the 12 second runs were mostly 1.7's with a few bad launch 1.8's and a 1.9 thrown in for good measure. I launched at 4400 or so to keep from wheel hopping, but with some of the new suspension adjustment stuff thats available, i think harder launches are going to be possible. and as for the clutch, I was REAL hard on it. I used a hurst line lock solenoid at the slave cyl to launch VERY hard. Had to replace the clutch once cause of it. Centerforce Dual Friction. Disc held up, pressure plate broke a tang on the diaphragm.

OK, I know alot of that stuff is already available, but how about the next step in thier development. : there are alot of clutches available....did you know that the twin disc RPS Carbon Carbon clutch is there? Or how about the fact that Lakewood can make a scattershield for it that would let you put a stronger tranny behind it? Thats the kind of thing I was talking about. I know stuff is there, but we need to look to taking it to the next level. If you guys are content to just put parts on your car that others tell you work, and are listed as fitting the SQ, then sit back and enjoy all the newer, better, bigger, faster, stronger, and cooler parts I intend to help generate. If you are like me, and always in the Quest (pun intended again) for quicker, stronger, and better parts for the SQ, then lets get it done.

Thank you all for the somewhat un-do praise. It is good to feel back, but I must admit that it's a little humbling and at the same time ego boosting (pun intended) to have a couple of you guys remember me and my car. What I'm looking forward to most is what I did last time, which is bring new ideas and new parts to the SQ community. My Quest had the first set of Weisco pistons for the 2.6, no kidding, waited 6 months for em. My 2.6 is responsible for the ARP head and Main studs that are in the catalog now, I had to give them all the dimensions of my stock bolts and ordered them stud by stud, nut by nut, washer by washer. I want to help design some new intakes, and some new cam ideas, like mechanical adjuster roller rockers which I had on mine. I want new brakes and suspensions, and new clutches and flywheels. I want to set this place ablaze with some help and a chance.... It's time to start thinking out side the airbox and make a new leap forward for better 60 ft times. What do you all have to say to that? I dare you all to come up with at least one truly innovative idea, no matter how silly it sounds. Put it seriously and intelligently on paper and I'll start a new thread that we submit them to. And then I want everyones SERIOUS feedback on peoples ideas. No trashing, no BS. if you don't like an idea, come up with an intelligent reason why and submit it. lets get serious.

um.... I used to race at Seattle International Raceway, which is now Pacific Raceways. I haven't been back since they were bought out, I've heard that they made some improvements to the track. I hope they got rid of the nasty dip in the right lane about 400 feet out... Why do you ask?

oh yeah...post script to the story, the tech came up to me when I got back to the pits and told me to go home till I came back with a roll cage... 11.99 or faster requires a cage...

OK, here it is. May 6, 1994 Seattle Inernational Raceway Third Engine build on my Quest. First one gave up the Cylinder head. Second was the precurser to the third. I put it together with a 14G, Modded stock intake and TB and hopped up fuel system. Oxide was on the stock intake, wanted to run it that way for a while to break in the engine without SERIOUSLY flogging it. Third build included a shift to a T3/T4 and Florida Customs Header, Custom ground roller cam with rockers modified to Mechanical adjust, Custom built intake (lower half was fabricated, upper half was a ford GT40 intake for a 5.0L, the front runners had throttle plates installed and 2 sets of injectors were used) fuel system run by a TEC II, Spearco intercooler, bump from 3" to 5" exhaust and reinstall of the 2 stage oxide system. tuned the car for several weeks to get it just right. then...off to the track spent the day learning to launch the car right, got lucky when a fellow racer offered up a driveshaft loop when tech required it cause I was running 8.5" slicks. ran 12.87 my first run, real bad wheelhop cause I tried to launch too hard. Spent the rest of the day running in the teens, ran one 12.0. I just friggin knew the car had an 11 in it. Was running 20#'s of boost and about 80hp on the first stage of oxide, and 30 on the second. using 116 trick racing fuel. decided it was time to step it up. disconnect front sway bar and take 1# of air out of the slicks. rejet the NOS system to 100HP first stage and 40HP second. Adjust the EVC to 24#'s of boost, and ice the intake and switch from water to alcohol on the intercooler spray bar (stole it from a medical kit a friend brought) Adjusted the TEC ingnition and fuel curves to compensate. time to do it. early evening, track is still warm, air is cool.... staged the car after a few secs in the waterbox... launched at 4500rpm. nose came up nice, back end squatted hard as the first stage of the NOS came on and I could feel the slicks haze a little. I knew the car was pulling harder than ever, but I tried to concentrate on my shifts. hit second gear before I was off the concrete pad and when I let the clutch out it barked the slicks as the oxide system kicked back in and ran the first stage till 8#'s of boost, then switched to the 40HP in the intake pipe, as it slammed the boost needle to 24#'s. Third shift went just right as well, and I knew it was a good run. just as I passed the second set of lights the car backed off real hard, which is why the slightly off MPH for the ET. I cracked the head again on that run, #2 cylinder between the exhaust valve and the spark plug hole. ran great off boost, but would back off on it. but I pulled around to the timing shed for my timeslip and giggled like a girl when I saw it.... 11.64 @ 114mph.... Held that for about 9 months, then we saw an article about EIP's first SQ, the red on which ticked off an 11.3. I will take my title back...soon. If anyone wants to see the timeslip, I'll email it to you, or you can look on Tristarion on thier 1/4 mile ET thread. any questions?

ok, thanks for the advice...no CNM. someone tell me how to put a pic in here.

I had a t3/t4 with $14G in the engine yep yep. and oxide....yes. I used the coatings to protect my pistons...that was the thought. I had 8.2:1 Weiscos that set me back $1000. just for the pistons. but mainly the reason I did the pistons was because I did the combustion chambers and having done them, didn't want to risk that sending most of the combustion heat to the top of the piston. I'm smarter now, but I've also been away from it for a while.

unfortunately it was a local guy here in Seattle that isn't in business anymore. There was a local import speed shop called Horton Performance that had a guy who did coatings. It worked well for me, but, like I said, it wasn't 5 years or 140k miles. not even close. was about 2 years and 13k. which is nothing I know, but this car was run VERY HARD, for most of that time. Ryddler might remember me from the old days on Jason Kolda's message board back in the mid 90's. I'm using the same nick I used back then. I recognize his nick from then. If it's the same guy. I had the quickest Quest we on the message board knew of till EIP brought out a red one that ran 11.3 at the time. Vince from the message board was the one who wrote the article to Turbo tearing them a new one for trashing the StarQuest as such a terrible car to build. He was the one responsible for the term StarQuest.... Vince lives up here in Washington... So, is there anyone on this board who remembers anything I've mentioned? would love to chat. Keep it shiney side up....

I coated the daylights out of my whole engine, in and out and actually have to say that I was impressed with the results. Now, granted, I didn't have 140k on the engine, but when I tore it down, it looked like the day I put it together. Even after MANY VERY HARD passes down the track. I'm not a snake oil believer, but I am willing to give somethings a try, and when they work they work. I do imagine that after 5 years they might burn off, but I really don't believe that you could call them responsible for the damage to that piston. That looks like the engine was run lean and after a awhile weakened the top of the piston.