#advantages of Magneto Ignition System

[onosokkiindia]

Enhancing Your Vehicle’s Performance with a Digital Engine Tachometer

When it comes to optimizing engine performance, the right tools are crucial. One standout instrument in this category is the Ono Sokki Digital Engine Tachometer. This advanced device not only delivers accurate measurements of engine RPM (Revolutions Per Minute) but also enhances diagnostic capabilities across various applications. Let’s delve into how the tachometer can elevate your engine management experience.

A precision rotational speed measurement device is used to measure the speed of engines and motors. Its clear digital display of RPM makes it ideal for use in industrial and laboratory settings. Its compact and portable design allows for easy use in the field, ensuring performance monitoring wherever needed.

Benefits of the Digital Engine Tachometer

1. Accurate Performance Monitoring

One of the key advantages is its ability to provide real-time RPM data. This instant feedback allows engineers and technicians to make informed adjustments to optimize performance, whether in a workshop or out in the field.

2. Versatile Applications

This tachometer is versatile, accommodating both gasoline and diesel engines, as well as electric and hybrid vehicles (EV/HEV). In addition to measuring rotational speed, it is able to measure the rotational speed of a wide variety of motors and rotating bodies.

3. Enhanced Diagnostics

Equipped with advanced diagnostic features, the Hand Held Tachometer helps monitor engine health effectively. It can detect potential issues early, such as misfires or irregular RPM readings, allowing for timely interventions that can save time and money on repairs.

4. Compatibility with Multiple Sensors

The CT-6700 model supports ten different types of sensors, including ignition pulse detectors and magneto-electric rotation detectors. This flexibility makes it adaptable to various engine types and applications, ensuring accurate readings regardless of the setup.

5. Innovative Measurement Techniques

The ability to measure engine rotation speed using ECU crank signals is a notable feature, especially when mounting a detector is impractical. This innovation streamlines the monitoring process, providing reliable data without the need for complex installations.

Installation and Considerations

Installing the Tachometer is generally straightforward, particularly for those familiar with engine systems. Most units come with detailed installation instructions. However, if you’re not comfortable with installation, consulting a professional is recommended to ensure optimal performance.

Key Considerations:

Compatibility: Make sure that your tachometer is compatible with your vehicle's engine type and application.

Features: Discover the extensive range of features, such as sensor compatibility and diagnostics.

Brand Reputation: Opt for a trusted brand like Ono Sokki, known for delivering quality and reliability.

Conclusion

The Digital Engine Tachometer is more than just a measuring instrument; it’s an essential asset for anyone looking to enhance engine performance and diagnostics. With its accurate monitoring, versatility, and advanced features, investing in this tachometer can lead to improved efficiency and reliability in engine management. Whether you’re a seasoned technician or a dedicated enthusiast, this technology provides the insights necessary to take your engine performance to new heights.

For any clarifications or queries, please feel free to contact us:

Mobile: +91–92055–92194 or +91–92055–92195

Email ID: osid@onosokki.co.in

Website: www.onosokki.co.in

[mechanicalstudents-blog]

Magneto Ignition System PDF:Parts, Working, Advantages, Disadv, Applications

Magneto Ignition System PDF:Parts, Working, Advantages, Disadv, Applications

Magneto Ignition System PDF:Parts, Working, Advantages and Disadvantages:Magneto Ignition system is applicable to 2 wheelers and racing cars.

It is similar to the Battery Ignition System but magnet is used here instead of battery in order to generate high spark at the spark Plug.

It is used in SI engines

Rotating magnet produces high voltage(there is no need of battery)

Magnet 🧲 is used in the…

[motorthermalsolution]

A Quick Look at Mobike Motors

A motorbike is a two-wheeled vehicle with an engine that propels it forward. The machine's forward movement is provided by this motor, which is usually an internal combustion engine. The essence of motorcycle forward mobility is dictated by the theory of gyro motion, in which the centripetal and centrifugal forces balance each other when the bike is in motion. Both of these forces work together to keep the bike stable while in motion. Forward momentum (Mass x Velocity) is critical for the motorcycle's stability when in motion. The centripetal and centrifugal forces are balanced by this forward motion. The power generated by the internal combustion motor or engine is used to propel the vehicle forward. The motorbike engine can be either gasoline or diesel powered. However, currently there is also the possibility of using electric power for traction.

The engine is nearly always situated slightly below the gas tank on motorcycles. This posture lowers the bike's center of gravity and improves the machine's stability. The motorcycle is propelled forward by the engine, which provides traction via a steel chain attached to the back wheel. Rear-wheel drive is standard on all motorcycles. This metal chain transmits power from the back wheel to the front wheel.

The construction of a motorcycle motor is relatively straightforward. It is made up of one or more pistons that move in a chamber or sleeve. An electric spark propels the object forward. The electric spark ignites a gas-air mixture, which releases gases that cycle up and down the pistons. When the pistons move, power is transferred to a mechanism that drives a connecting chain to the back wheel. All motorcycles use a rear-wheel drive system.

The movement of the piston generates the power provided by the motorcycle engine. The power is transferred to the crank, which in this case is the chain, when the pistons move. The piston in the cylinder may move in two or four strokes during its cycle of motion. Two-stroke engines are easier to maintain due to their simpler structure. In comparison to four-stroke engines, they also produce more operating power. Four-stroke engines, on the other hand, are more environmentally friendly and provide a smoother ride on the road. Four-stroke engines also have the advantage of being able to have many cylinders. As a result, more operating power is available. The power stroke is the second stroke in two-stroke engines, while the power stroke is the fourth stroke in four-stroke engines. A single piston movement is referred to as a stroke.

A rated capacity is present in all motorbike motors. This capacity is proportional to the volume of the piston's operating chamber. These motors can range in size from 25 cc to 1500 cc. The production of power is directly proportional to the capacity of the pistons and chamber. Brake horse power is another term for this.

An electric spark is used to ignite the bike motor. This starts the pistons in action by igniting the gas-air mixture in the chamber. A dynamo is responsible for this spark. Previously, all motorcycles had to be started with a kick. By pushing a lever down with the leg, the bike was started. However, the self-start feature is now available on newer motorcycles. A starter motor fires the pistons in such bikes.

The current on previous motorcycles was supplied by a magneto. Capacitor Discharge Ignition is now used on the most recent motorcycles. CDI systems have a stronger ignition current, making it easier to start the bike. Kawasaki was the first to use this technology on motorcycles.

[transparencym-blog]

Crankshaft Position Sensor Market - Increasing Application Areas of Crankshaft Position Sensor In Aerospace Industry

A crankshaft position sensor (CPS) is basically a variable reluctance magnetic sensing device.  It is among one of the most important components in engine management systems. This sensor is used in an internal combustion engine for monitoring the position or rotational speed of the crankshaft. The key functional objective of this sensor is to determine the rotational speed (RPM) and velocity of the crank. It also registers the rate at which the crankshaft spins. The engine control unit (ECU) then uses this information for regulating ignition, fuel injection and other crucial engine parameters. The location of the crankshaft plays an important role in determining how effectively this data can be collected.

Browse The Report: https://www.transparencymarketresearch.com/crankshaft-position-sensor-market.html

Crankshaft position sensor offers numerous advantages in terms of precise digital measurement of rotational speeds, high resistance against external intervention and good quality component technology developed and manufactured to possess very fine tolerances At times, these sensor may become burnt or damaged. Exposure to extreme heat is among the most common causes of crankshaft position sensor failure.

The modern crankshaft position sensor have been designed as closed units and are thus saved from damage by water of other fluids. This advancement in design and technology development of crankshaft position sensor is driving market growth. Also, ongoing transformation of vehicles with increasing production volumes of automobiles globally is favoring market growth. This is leading to rise in the adoption of crankshaft position sensor in vehicles. Further, stringent government regulations regarding vehicle emission is creating a positive impact for growth in adoption of these sensors. However, limited standardization for performance measurement features as well as high cost of research and development is acting as a major restraint to crankshaft position sensor market growth. Increasing application areas of crankshaft position sensor in aerospace industry, coupled with developing automotive industry in emerging economies such as India, China, etc., is creating path for new market growth opportunities.

Get Sample Copy of this report @ https://www.transparencymarketresearch.com/sample/sample.php?flag=B&rep_id=49182

The crankshaft position sensor market can be segmented on the basis of sensor type, technology, output form, contact type, application, end-user, and geographically. By sensor type, the market is divided into linear rotary position sensor, position sensor, and proximity sensors. Based on crankshaft position sensor technology, the crankshaft position sensor market can be segregated into Hall-Effect sensor, and magneto resistive sensor. In terms of contact, the market is segmented into contact, and non-contact crankshaft position sensor. By output form, the crankshaft position sensor market has been studied as analog, and digital output sensor. The different application segments of the market are aircraft, engineering machinery, ship, vehicles (passenger vehicles and commercial vehicles), and others.

[internal-combustion-engine--blog]

Magneto

For the Marvel character, see Magneto (comics). For other uses, see Magneto (disambiguation). Demonstration hand-cranked magneto A magneto is an electrical generator that uses permanent magnets to produce periodic pulses of alternating current. Unlike a dynamo, a magneto does not contain a commutator to produce direct current. It is categorized as a form of alternator, although it is usually regarded as distinct from most other alternators, which use field coils rather than permanent magnets. Hand-cranked magneto generators were used to provide ringing current in telephone systems. Magnetos were also adapted to produce pulses of high voltage in the ignition systems of some gasoline-powered internal combustion engines to provide power to the spark plugs. Use of such ignition magnetos for ignition is now limited mainly to the following kinds of engines: Engines without a low-voltage electrical system, such as lawnmowers and chainsaws. Aircraft engines, in which keeping the ignition independent of the rest of the electrical system ensures that the engine continues running in the event of alternator or battery failure. For redundancy, virtually all piston engine aircraft are fitted with two magneto systems, each supplying power to one of two spark plugs in each cylinder. Magnetos were used for specialized isolated power systems such as arc lamp systems or lighthouses, for which their simplicity was an advantage. Generators connected to an electrical grid for central station power generation do not use the magneto principle. More details Android, Windows

[omgchocolateunknownbouquet-blog]

2017 Lamborghini Huracán Avio

New Post has been published on http://auto.tintoantap.com/2017-lamborghini-huracan-avio/

2017 Lamborghini Huracán Avio

   With the Huracán Avio you are not just a driver, you’re a pilot. Just make sure your seat belt is securely fastened. Now press the ignition button and feel what it means to reach the sky, while keeping your feet firmly on the ground. The unbelievable power of the Huracán now features a completely new livery, inspired by the prestigious history of aeronautical engineering

Top performance, but also maximum comfort: thanks to Lamborghini’s ANIMA (Adaptive Network Intelligence Management) technology, the Huracán can meet all of your driving needs. Each single part recalibrates to provide a driving experience like no other. By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential.

Lamborghini design: the unmistakable Huracán line has now a completely new look. With five brand-new exterior colors that can be combined with different liveries, this car is able to express your style in every element, being as classy as it is fierce. Exactly what a Lamborghini limited edition should do.

Not only design and safety, but also maximum comfort: in the “cabin”, the new specially-crafted interior is designed to keep you comfortable at all times.

The seats feature an exclusive L 63 embroidered logo and laser-engraved Alcantara®, and are ready to hold you in place at any speed. And there’s more standard content, so you can enjoy the most exciting Huracán experience.

On the one hand, you will have the incredible power and acceleration of a longitudinal mid-mount naturally aspirated V-10 engine. On the other, you have all the technology of the Lamborghini Doppia Frizione (LDF) dual-clutch transmission and the electronically controlled all-wheel drive system for all driving conditions. This means you can have all the power you need and at the same time the fun, exhilarating drive you desire every day.

Lightweight, compact and with an unmistakable sound thanks to its long-stroke architecture, the naturally aspirated 90° V-10 engine in the Huracán Avio was designed to dazzle. What’s more, it offers injection technology which for the first time on a V-10 engine combines multi-point injection with IDS (Iniezione Diretta Stratificata) stratified injection: depending on the driving conditions, the two systems are used at the same time or alternatively, thus offering the advantages of both in terms of improved efficiency and performance. The Stop-Start and Cylinder on demand technologies (available in certain markets) further increase the efficiency of this V-10 engine.

The double wishbone architecture of the Huracán Avio’s suspension system offers the perfect balance between day-to-day convenience and sports performance.In addition, an optional magnetorheological shock absorber system is available, designed to adjust the damping effect almost instantaneously on the basis of three factors: driving style, road conditions, and the selected driving mode.

Imagine you could have two gearboxes in the same unit: while one gear is engaged, the next is already selected so that the shift occurs instantaneously by opening one clutch and closing the other. This is what the Huracán is able to offer you, thanks to its 7-speed Lamborghini Doppia Frizione (LDF) dual-clutch transmission.

2017 Lamborghini Huracán Avio – ENGINE

type : V10, 90°, MPI (Multi Point Injection)+ DSI (Direct Stratified Injection)

DISPLACEMENT : 5.204 cm3 (317.57 cu in)

BORE x STROKE : 84,5 x 92,8 mm (3.33 x 3.65 in)

COMPRESSION RATIO : 12,7:1

MAX. POWER : 610 CV (449 kW) @ 8.250 rpm

MAX. TORQUE : 560 Nm (413 lb.-ft.) @ 6.500 rpm

WEIGHT-TO-POWER RATIO : 2,33 kg/CV (5.14 lb/CV)

LUBRICATION : Dry sump

EMISSION CONTROL : Euro 6 – LEV 2

2017 Lamborghini Huracán Avio – TRANSMISSION

TRANSMISSION TYPE : Electronically controlled all-wheel drive system (Haldex gen. V) with rear mechanical self-locking differential

GEARBOX : Dual clutch gearbox LDF (Lamborghini Doppia Frizione) with 7 speeds

2017 Lamborghini Huracán Avio – PERFORMANCE

MAX. SPEED : >325 km/h (> 201 mph)

ACCELERATION 0-100 KM/H (0-62 MPH) : 3,2 s

BRAKING 100-0 KM/H (62-0 MPH) : 31,9 m (104.66 ft)

2017 Lamborghini Huracán Avio – BODY AND CHASSIS

CHASSIS : Hybrid in aluminum and carbon fiber

BODY : Aluminum and synthetic material

EXTERNAL MIRRORS : Electrically operated, heated and foldable

AERODYNAMICS : Rear fixed spoiler integrated in the body shape; completely panelled underbody

2017 Lamborghini Huracán Avio – WHEELS

RIMS – FRONT : 20” GIANO silver alloy casted rims; 8.5J x 20 ET42

RIMS – REAR : 20” GIANO silver alloy casted rims; 11J x 20 ET40

TIRES – FRONT : 245/30 R20

TIRES – REAR : 305/30 R20

2017 Lamborghini Huracán Avio – STEERING AND SUSPENSION

CONTROL SYSTEMS : Electronic Stability Control (ABS and TCS integrated)

SUSPENSION TYPE : Passive suspension

SUSPENSION GEOMETRY : Double wishbone fully independent suspension

STEERING TYPE : Electro-mechanical assisted power steering

STEERING SYSTEM : Servotronic

DYNAMIC OPTIONS : Options available: – electronically controlled magneto-rheologic suspension – Lamborghini Dynamic Steering (with variable steering ratio)

2017 Lamborghini Huracán Avio – BRAKING SYSTEM

FRONT BRAKES : Carbon-ceramic discs ventilated and cross drilled with 380 mm diameter and 38 mm thickness

REAR BRAKES : Carbon-ceramic discs ventilated and cross drilled with 356 mm diameter and 32 mm thickness

2017 Lamborghini Huracán Avio – SAFETY

Airbags : Driver, passenger and side airgbags; kneels airbags in selected markets

PASSIVE SAFETY : Front and rear specific collapsible areas; side protection system

ACTIVE SAFETY : Electronic Stability Control (ABS and TCS integrated)

2017 Lamborghini Huracán Avio – DIMENSIONS

LENGTH : 4.459 mm (175.55 in)

WIDTH EXCL. MIRRORS : 1.924 mm (75.75 in)

WIDTH INCL. MIRRORS : 2.236 mm (88.03 in)

HEIGHT : 1.165 mm (45.87 in)

WHEELBASE : 2.620 mm (103.15 in)

DRY WEIGHT : 1.422 kg (3,135 lb)

WEIGHT DISTRIBUTION (FR. – REAR) : 43 / 57

2017 Lamborghini Huracán Avio – CONSUMPTION

COMBINED : 12,0 l/100 km (17 mpg)

URBAN : 17,2 l/100 km (14 mpg)

HIGHWAY : 9,0 l/100 km (21 mpg)

CO2 EMISSIONS : 280 g/km

EMISSION LAW : Directive 1999/100/CE

[itsworn]

How the Logghe Family Changed the Face of the Funny Car Class in Drag Racing

Over the years, the Logghe Stamping Company Competition Products Division became such a familiar part of drag racing that it was simply called Logghe. Its products defined the term “Funny Car” in early 1966 with the first tube-chassis, flip-top Comet, initially built under contract for Lincoln-Mercury. The first ones were for Don Nicholson and Eddie Schartman and were powered by a normally aspirated Ford 427 SOHC engine. The third chassis was built to accommodate a supercharged SOHC in Jack Chrisman’s topless Comet. Since his 1964–1965 Comets were mainly for exhibition and match racing, his new Logghe car would make “Jack the Bear” seriously competitive rather than just a tire-smoking noise-maker.

Those first three iterations managed near-total domination of the brave new Funny Car racing world in the 1966 and 1967. That phenomenon spawned a stampede to Logghe for cars powered by all manner of engines and with bodies specified by each customer. More than 200 chassis were built and included Funny Cars, Altereds, dragsters, and even a few Pro Stocks. Regardless, Logghe will always be known as the King of Funny Cars during a reign that lasted from early 1966 until the doors were finally shut in 1975.

All of it stemmed directly from the Logghe Stamping Company, founded in 1946 by Morris Logghe, a Belgian who was born around 1908. Morris immigrated to the U.S. to seek his fortune in the New World, and after working in the Detroit auto industry, he opened a small metal-stamping company in his home garage.

That space was soon overwhelmed, and he moved into a rented building on Gratiot Avenue in Roseville, Michigan. It was about this time that his sons, Ron and Gene, started in the business. Morris then bought that property and put up a building in Fraser, north of Roseville. That facility remains at 16711 East 13 Mile Road, west of Groesbeck Highway, hard by the Grand Trunk Railway tracks.

Logghe’s metal-stamping firm supplied high-quality, die-formed products to the auto industry, and by the late 1950s, Ron and Gene were playing key roles in the company. They were also utilizing their hands-on skills to construct personal drag-racing machines. The brothers knew the importance of precision, and those skills went into their own projects.

By the early 1960s, the brothers had built several race cars—their first one for local hot rodder and friend Conrad Kalitta. It carried a 454-inch, blown Chrysler Hemi and ran out of neighboring Mt. Clemens. His “Bounty Hunter,” an AA/Gas Dragster, was about a mile long, but the lengthy wheelbase gave it stable handling characteristics that contributed to its consistency. Kalitta quickly proved the worth of his Logghe rails and clocked speeds of more than 180 mph nationwide.

Innovators With Vision The idea of controlling clutch slippage as a means of lowering elapsed times didn’t occur until 1967. Before that, only the tires provided the slippage, and during a typical run, both participants billowed smoke off the line. Of course, there were two schools of thought: Plan A favored a heavy car with big horsepower and wire-to-wire tire smoke. Plan B was an ultralight car and a flyweight driver that relied on a small-block Chevy. You can visualize them: the light car left the line quickly and was usually out front with minimal tire spin.

Static weight was the key. Though most unblown cars scaled less than 1,000 pounds, a few of them were less than 900 pounds! Small-block cars with magnesium blowers, blower drives, manifolds, and the rare factory cast-aluminum heads usually weighed a scant 100 to 150 pounds more. By comparison, hefty 392 Hemi cars were a corpulent 1,150 to 1,250 pounds. Both types ran direct-drive, high-gear-only drivetrains. Chevys used 8.25–9.00 tires, while the Hemi cars spun 9.50–11.00 slicks.

The unblown engines featured a stroker crankshaft for a displacement of 377 or 389 ci. They typically ran fuel injection, 12–13.0:1 static compression, and a full load of nitro. Running 98 percent nitromethane presented challenges, especially push-starting during cold weather. Radical ignition advance was also required, often as much as 65 to 70 degrees in the favored Vertex magneto. Conversely, blown lightweights ran lower static compression, minimal nitro percentage, and much less spark. Superchargers placed an extreme load on the iron 327 blocks, and a little too much nitro or spark advance guaranteed detonation and disaster.

The heavier Chrysler cars would usually boil the tires right off the line, while their lighter competition most likely disappeared out front. A talented driver could deftly feather the throttle or touch the brake handle to get the tires to hook, and a few bold shoes perfected the hazardous left-pedal art of manually slipping the clutch to gain traction and minimize tire spin. On high-traction surfaces, the edge went to the high-horsepower cars and a blazing top-end charge. On marginal, slippery tarmac, however, the advantage went to the lighter ones.

Ron and Gene jumped into the battle with the “Giant Killer,” a nimble B/Fuel Dragster with an injected 389-inch small-block that scaled below 1,000 pounds. It shocked the bleachers with 8.00-second elapsed times and, ultimately, an astonishing 7.92! For the second Giant Killer chassis, the brothers built a sleek, fully enclosed body. The new “Logghe Liner” was the talk of the 1964 Nationals. Unfortunately, the aero-friendly body was heavy and the bare-minimum Giant Killer was quicker. Imagine how the Liner would run with today’s ultralight technology.

Later in Michigan that season, they added a blown 392 and strapped Maynard Rupp in the seat. At the lights, the Liner reacted sharply to undercar lift. The rear tires leaped up and daylight showed under both! The car went sideways, but the calm and cool Maynard shut it off and got the chute out, stopping the car without damage. That outing, however, marked the end the Logghe-Liner. Logghe continued to build several Giant Killer–style cars for customers and most performed well. The A&B Speed Shop car and the Ben Deiner, George Sparks, and Ed Careccia Florida-based cars were examples. The brothers also enjoyed success with the Logghe-Marsh-Steffey-Rupp Prussian Top Fuel dragster in 1965. They began the season with a win at the first NHRA Springnationals at Bristol and ended the year at Tulsa with a World Finals win.

LSC Competition Products Division By the mid-1960s, LSC’s business expanded to the point that Ron and Gene decided to separate the actual day-to-day, metal-forming business from the race-car operation, thus creating the Competition Products Division. As those cars left the shop, they were usually sent to local craftsman Al Bergler, who folded hand-formed sheet aluminum into precision-fitted bodies. Bergler also ran his own Logghe chassis with a Bantam Competition Coupe body. His “Aggravation” and “More Aggravation” cars were serious performers, holding AA/Comp Coupe records, often winning class and taking several national event eliminator wins.

Altereds, Too Although the name Logghe is most commonly associated with Funny Cars, they were equally successful building chassis for other classes. Ron Ellis from Saginaw, Michigan, ran an AA/Altered roadster over a Logghe chassis. He scored numerous class wins in Super Eliminator and held AA/A records. His cars were beautifully finished with bright Candy Apple Green paint, loads of chrome, and polished magnesium. Ellis made frequent appearances at the Detroit Autorama and other shows in the Midwest, where his cars were an ISCA favorite.

Detroit racer Neil “Pappy” Ellis (no relation to Ron Ellis) gained fame wheeling a Logghe Altered in Division 3 and at selected NHRA major events. Neil’s A/Altered used a big-block Chevy with a prototype fuel-injection system built by local wizard Jim Kinsler. Neil was a frequent winner in Competition Eliminator and an NHRA National Record holder.

On Monday mornings he reported to the GM Technical Center in Warren as a dynamometer test manager, thus becoming an inside man privy to many research projects undertaken by GM’s engineering staff. Not far from Neil’s dyno test cells, various exotic engine development was underway and he’d become intimate with such curiosities as DOHC-equipped small- and, big-block engines and other clandestinely developed engines and components for all types of racing.

Another Detroit racer, Dan Parker, acquired a used Logghe “square-cage” Funny Car chassis to run in B/Altered with a Bantam fiberglass roadster body. Parker’s car was heavily laced with Pro Stock technology that included a 426 Hemi, twin Holley 4500 carburetors, a Lenco transmission, and slipper clutch, all of which made the hybrid Funny Car/Altered/Pro Stock chassis a success.

Easily the fastest, quickest, and most famous of all Logghe Altereds was the “Winged Express.” Though Willie Borsch had gained a reputation for fearless driving in his homebuilt “Awful/Awful,” that legendary car expired when he crashed it in Michigan in 1970. Willie contacted Logghe and “Winged Express II” was born. His new ride had the familiar (but much smaller) wing atop a modern three-point rollcage and was notably more stable from start to finish line, recording a best of 6.96 at 213 mph. The adaptation of Logghe’s chassis technology to roadster or coupe-clad Altereds led to quicker elapsed times, greater top-end speeds, and safer high-speed handling.

Shape-Shifting: From A/FX to Funny Car The A/FX cars had the nation buzzing. Fans, spectators, and track operators were clamoring for heads-up matches between GM, Ford, and Chrysler, and established teams were touring the country running as often as five times per week. “Win on Sunday, sell on Monday” was gospel. By 1965, the Ramchargers’ altered-wheelbase Dodge was pounding the match-race Mustangs and Comets in A/FX, prompting an informal meeting between Fran Hernandez, a Ford employee and veteran Southern California hot rodder, and Al Turner, a young Detroit drag racer and L-M employee. Turner and Hernandez scribbled out an idea that would change drag racing forever. Their drawings depicted a chassis that was purpose-built and carrying a body that closely resembled cars in the parking lot. Instead of steel, it would be fiberglass. The center-seated driver would sit just ahead of the rear axle and enter and exit under the car’s hinged, one-piece body. There would be no doors or windows, save for a Plexiglas windscreen. The headlights, grille, and all trim would be airbrushed onto the body. Using an injected 427 SOHC, nitromethane fuel, and a T&C Top-Loader four-speed, they conservatively estimated mid-8-second elapsed times and trap speeds beyond 160 mph.

From the start, the project had a take-no-prisoners approach that would please race fans, drivers, track owners, and the Mercury dealer network. Hernandez knew how to get projects approved inside the corporate world, and Turner had the fire of youth and knew how to “get it done—now.” Both possessed the creative mindset and tenacity peculiar to real hot rodders. They set a target date for early 1966. In the meantime, premier factory driver Don Nicholson and his altered-wheelbase 1965 Comet were getting lumped up—and he wanted some payback.

Logghe Gets the Nod Turner and Hernandez contemplated the candidates: Holman & Moody and a California race-car builder were among those considered. In the end, experience told them it would be best to keep the project close to home. Turner suggested Logghe, whom he knew would keep details away from Ford and Chrysler. Logghe was confident they could deliver the first example by late 1965 or early in January 1966. Nicholson’s Comet was ready and made several successful runs in Palm Beach, but more work was needed.

Plans called for the familiar Top-Loader transmission, but the lightweight Comet and its adjustable suspension proved violent during upshifts, as each gear change loaded and unloaded the chassis excessively. To cut that knot, a modified C-6 with a manual-shift valvebody replaced the stick shift. Nicholson liked the handling improvement, but was disappointed with the stock shifter. Logghe noodled a clever, ratchet-type design (the first of its kind and still extant) that was simple and foolproof, even in an 8-second rocket ship.

When Nicholson’s “Eliminator I” rolled to the starting line at the 1966 AHRA Winternationals, it stunned all with its radically different appearance. The excitement came not just from the car’s amazing, near-170-mph performance but when it spectacularly launched its body in the lights. Ford’s fabled designer Larry Shinoda, also a lifelong hot rodder, was intrigued by the problem. Shinoda discovered that the body latch had failed due to extreme undercar lift, and he came up with a simple, unobtrusive air dam that canceled the disturbance and solved the problem.

Turner, Hernandez, and the Logghes celebrated when Nicholson literally throttled the F/C field a couple weeks later at the 1966 NHRA Winternationals. The Comets dominated in 1966 and 1967. Eddie Schartman, a brash former street racer and Gasser-runner from Cleveland, got the second Comet and Jack Chrisman took the third car. They were followed by Denver-based Kenz & Leslie with a supercharged SOHC 427 Comet. John Petrie, a Canadian Super Stock racer, got one of the 1966 Comets to arouse the faithful in The Great White North.

Innovation, Bow to Stern The Comets used a narrowed Ford 9-inch axle supported by adjustable coilover shock absorbers that planted the tires for maximum traction, then settled down for the 170-mph high-gear charge. The axle-locating links served as traction-adjusting control arms. Forged axleshafts and Detroit Locker differentials delivered torque to the 4.44:1 ring-and-pinion, taking advantage of the SOHC engine’s huge intake and exhaust ports and its prodigious hunger for high rpm. The front suspension also carried adjustable coilovers and the geometry that allowed for a controlled rise.

The chassis was fashioned from 4130 chromemoly for the basic triangulated design. To maximize front/rear weight distribution, the engine was mounted just forward of amidships. The driver sat in the middle of the car on an aluminum seat located within a protective, cross-braced, four-point rollcage. With the body down, it appeared as if the driver was in the back seat.

Al Bergler wrapped in the interior with hand-formed aluminum. The engine compartment was enclosed, and the firewall and built-in “scoop” routed fresh air to the induction system. The headers exited at a swept-back angle, but didn’t extend beyond the edge of the body. The exhaust was amplified by the aluminum to produce a crisp, ringing engine note the fans loved.

Funny Car Factory Regardless of the engine or body, the heart of any Funny Car from 1966 forward was either Logghe-built or so inspired and copied. Not only desirable, Logghe’s Competition Products Division gems were also affordable. A structure could be purchased as a roller, ready for body, aluminum, and powertrain for less than $2,500. A dragster chassis with bellhousing could be bought for less than $2,000.

Once the first orders for Mercury were delivered, Logghe was free to build and sell cars to anyone else. Very quickly, all makes of engines—and sometimes unique bodies—cloaked its basic rails. To wit: Bill Taylor’s Memphis-based “Super-Cuda” ran a 1968 body with 426 Hemi power. A Torino shell covered Larry Coleman’s chassis, the first with SOHC Ford power and, later, a 429 Boss. Arnie Beswick’s Pontiac bodies carried Poncho power. Texas terrors Don and Roy Gay ran Pontiacs and later switched to 426 Hemi power.

As for components, Ed Donovan’s 417 featured a lightweight, repairable aluminum block and cylinder heads that appeared in 1971. By the early 1970s, aftermarket aluminum blocks and heads were offered for the 426 from Keith Black and Milodon. On the other side of fence, the SOHC 427 and 429 Boss Hemi Fords eventually ran short of precious parts, and the Chevy big-blocks proved structurally unable to survive all-out nitro racing, leaving the pushrod, two-valve 426 Hemi, which is now rules-mandated by myopic sanctioning bodies.

Frisky Colts for Pro Stock When it was introduced in 1970, Pro Stock became an instant favorite. Logghe’s chassis design and manufacturing prowess led them to create a Dodge Colt interloper. Chrysler acquired several body-in-white coupes and a few station wagons for selected factory teams. Sox & Martin contracted Logghe to build a Colt, with funding from Chrysler. S&M also had a second Colt built by Don Hardy.

By the mid-1970s, the sanctioning bodies tried applying different minimum weight handicaps, resulting in some bizarre combinations. Since the Hemi had become dominant, it was rewarded with a series of weight increases, which prompted Chrysler to build several Colts and Arrows that could run as NHRA B/Altereds in Comp Eliminator, match raced, or run with a de-stroked 426 Hemi or LA-series engine. The S&M Logghe Colt was like all the others in that it was aerodynamically unstable and became a short-lived effort when factory funding ceased. It was sold to Milwaukee racer LeRoy Roeder for a reputed $39,000.

The End The Logghe Stamping Company Competition Products Division was shuttered in 1975. Ironically, John Logghe says the last race car was an advanced-design midget with a monocoque chassis powered by a mid-engine Pontiac Iron Duke. It was built for Jim Woffield of Pontiac, Michigan.

Logghe Stamping Company continued production of stamped-steel components until 2013 when operations ceased and the company was liquidated. Ron Logghe is 79 years old and retired in Florida. Brother Gene Logghe is 81 and retired in both Michigan and Florida.

Accolades For many years, Car Craft sponsored and hosted reader-based voting for its All-Star Drag Racing Team. Each year’s winners were announced at the annual awards banquet during the NHRA Nationals, and being elected to the CC All-Star team was regarded by many as the high point of their careers.

Logghe Stamping Company’s Competition Products Division enjoyed being Funny Car Chassis Builder of the Year many times. In 2006, the NHRA National Hot Rod Reunion chose Ron and Gene as Honorees for the annual event held at Kentucky’s Beech Bend Raceway. The Logghe Brothers’ home state of Michigan chose them in 2010 as members of the prestigious Michigan Motorsports Hall of Fame.

Although Logghe Stamping Company and its race-car building Competition Products Division are no more, the name remains active with Gene’s son, John. He’s the proud owner of a top-shelf, front-engine dragster that often appears at nostalgia events and was once driven by Chuck Kurzawa. It’s fitting that the LSC logo remains on the sides.

The Bizarre Ford Super Mustang A year before the appearance of the life-changing Comets, Ford contracted Logghe to create a futuristic concept-race car they called Super Mustang. The streamlined body, reportedly a Larry Shinoda design, was actually a dragster/Funny Car hybrid.

The car had a tube chassis like that of a slingshot dragster, but the wheelbase measured just 150 inches with a dragster-style front suspension and spindle-mount cycle wheels. The driver sat semi-recumbent. The rear axle was drastically narrowed and situated the tires well inside the body envelope. Coilover shocks and adjustable links were employed and were similar to those on the Comet that was taking shape simultaneously.

Initial testing was done with a naturally aspirated SOHC engine running on nitro, but without the body, which was still being finished. Driver Connie Kalitta’s first full pass nearly proved to be his last. Paving crews were still at work on the unopened track. On the run, a large roller backed onto the track, its operator unaware that the dragstrip was live. It took all of Kalitta’s skill to keep the car upright, and he immediately hopped out to “have a word” with the driver. Fortunately, the Ford crew intercepted the “Bounty Hunter” before he could put a hand on the unsuspecting roller operator.

Back in Detroit, the car was fitted with the body and transported to Pomona for its debut at the NHRA Winternationals. Ford had hired Tom McEwen to drive. He found the cockpit tight and uncomfortable—he could barely move or see beyond the bodywork. Yes, the debut was much less than spectacular, and after the race, the project was shelved and the car was shipped back to a warehouse in Detroit.

The “Tin Man” warms the Goodyears prior to another 6-second pass. Among Al Bergler’s roster of Motown Shakers was this C3 Corvette Mako that he ran at various major events and as a match-race car on the East Coast.

As part of the famed racing family, Jack Chrisman drove, tuned, and built everything from front-engine dragsters to Funny Cars. He received the third Logghe Comet chassis for his blown 427 SOHC Ford. Here, he’s fresh off the scales at the 1967 NHRA Nationals at Indianapolis Raceway Park.

Veteran Detroit nitro racer Bob Farmer made drag chutes, harnesses, and other safety equipment, and his dragster was a consistent Midwestern Top Fuel runner. Driver Chuck Kurzawa wheels the “Bob’s Drag Chutes” entry at Tri-City Dragway near Flint, Michigan.

Don Gay and younger brother Roy came from a family that owned a Pontiac dealership in Dickinson, Texas. He started racing at 15 in a 421 Catalina Stocker, then moved right into Funny Cars. Though they cherished the Poncho engine and had done well with it, at the 1970 NHRA Springnationals in Dallas, this Firebird was powered by a 426 Hemi.

Though Tommy Grove was an early Funny Car hero in the “Melrose Missile” Mopar, he experienced his greatest fame in a series of SOHC-powered Mustangs. Grove based his operations east of the Mississippi and was a frequent major-event and match-race regular at tracks in the East, South, and Midwest.

Gary Henderson drove this 1971 Duster at events and matches across the Southeast. The Super Duster plants the tires and leaves hard at the NHRA Nationals.

In 1963, Connie Kalitta built this full-body “Bounty Hunter” Top Fueler and ran it for two seasons, first with this 392 Chrysler and later with a SOHC Ford. Detroit’s famed Alexander Brothers did the paint.

The most talked about car at the 1964 NHRA Nationals was the Logghes’ own sleek streamliner. It carried an injected 389-inch small-block Chevy like that used in the 7-second “Giant Killer.” However, the slick body added weight and made the car slower. It was soon shelved for a conventional front-engine car with 392 Chrysler power.

Independent Top Fuel racers such as Warren, Michigan’s “Farmer” John McNew were once common before T/F racing required seven-figure sponsors. Here he takes on Dale Welch in the KC Bomber at the Popular Hot Rodding Championships in Martin, Michigan.

Chicago’s Norm Kraus owned Grand-Spaulding Dodge and gained a national reputation for selling hundreds of performance cars. He also fielded a top-flight nitro Funny Car. Here, veteran California driver Kenny Safford wheels the 1969 Dodge Charger.

The typically short and narrow Southern dragstrips hosted many match races between big-name drivers. Here, Huston Platt puts a holeshot on “Dyno” Don. Both racers relied on a Logghe chassis for their protection and racing prowess. Think the crowd is close enough to the action?

Westland, Michigan’s Dan Parker used a second-hand Logghe Funny Car chassis, updated its safety standards, and repurposed it into a record-holding B/Altered. A Pro Stock–inspired 426 Hemi propelled the fiberglass Bantam to Competition Eliminator wins in NHRA Division 3.

Canada’s John Petrie carried the Mercury banner in The Great White North with this 1967 Logghe car. The front-bumper air dam effectively reduced undercar lift and kept the Comet grounded. Petrie makes a run in the NASCAR Drag Race Division event at Niagara Raceway in Ontario, Canada.

Tom Prock and Jay Howell ran a shortened chassis with a flip-top fiberglass 1933 Willys body. Built for A/GS match racing, the car touted a blown big-block nitro Chevy from Diamond Racing Engines. Later, it had a 426 Hemi with Logghe F/C technology cloaked in a classic Gasser shell.

This was not a burnout but a full, tire-incinerating run by Don Westerdale in the Ramchargers car at the 1964 Nationals. The new 426 Hemi was the first one in a blown nitro dragster.

The second 1966 Comet went to Eddie Schartman. He and Nicholson proved to be a one-two knockout and blew away all challengers in 1966. They faced each other for the first NHRA Funny Car World Championship race at Tulsa, where “Fast Eddie” upset Dyno in the final.

Don Schumacher was an early power in the Funny Car ranks with his Stardust and Wonder Wagon Funnies. He was a regular winner in the 1960s and 1970s before focusing on his family business, Schumacher Electric. When he returned, it was with son Tony, arguably Top Fuel’s most prolific driver.

After running a much-modified A/FX 1967 Chevelle, Pete Seaton had Logghe build a nitro Funny Car chassis for driver Terry Hedrick. The 427 Chevy–powered ’Shaker carried a bizarre Corvair body and was one of the fastest (190-plus) and quickest pure-Chevy F/Cs of all time.

In 1965, Miami racers Ben Diener, George Sparks, and Ed Careccia built a clone of the 7-second Logghe Giant Killer for A/Fuel Dragster. They ordered a basic, rolling chassis and fiberglass shorty body boosted by a 389-inch Chevy. It ran 8.0s at 180 mph.

Port of New Orleans tugboat magnate Paul Candies and driver Leonard Hughes were winners with their 1969 and 1970 Barracudas. At the 1970 Gatornationals, Hughes won and one-race team driver Larry Reyes runner-upped in the ’69. A new sponsor was on hand, and The Fix was in!

An image of early F/C match racing at Phenix Dragway (Phenix City, Alabama), just across the river from Ft. Benning, Georgia. Dyno’s 1965 Comet had an injected 427 SOHC, a load of nitro, and the caustic, altered-wheelbase look that promoted so much heartburn in Dearborn boardrooms.

Among Dyno Don’s 1966 conquests was the Super Stock Nationals, where the injected 427 SOHC Mercury blasted through the field with ease. Ladder bars and proprietary Autolite-built adjustable coilover shocks planted the tires and allowed crowd-pleasing, wheels-up launches with perfect handling.

Underneath the new 1968 Cougar flip-top body, the Kenz & Leslie High Country Cougar remained pure Logghe. Driver Ron Leslie was a solid force behind the wheel, and the special tuning required for their Denver-based Kenz & Leslie racing team made the Cat’s claws sharp and long.

Ford moved away from the SOHC in favor of the new 1969 429 Boss Hemi, and Kalitta was chosen to develop the engine for supercharged nitro racing. By 1970, he was running this Boss-powered Funny Car.

Connie Kalitta, Ron and Gene Logghe’s first customer, purchased the rails that became his infamous Bounty Hunter. With it, he made the early part of the 1965 season his personal playground, taking the AHRA, NHRA, and NASCAR winter events with his SOHC dragster.

Larry Coleman’s Memphis-based Super Ford Torino Funny Car was unique. The bulbous body likely held back the car’s performance, despite plenty of nitro-swilling SOHC Ford power.

A collaboration between the Mercury’s Fran Hernandez and Al Turner resulted in the famous 1965 Logghe Funny Car chassis. Hernandez was a talented California hot rodder and Turner a Detroit drag racer. Turner knew Ron and Gene and convinced Hernandez to give the Comet Funny Car project to them.

Logghe built Chrisman’s Comet slightly different from those of Nicholson and Schartman. This see-through rendering shows the blown SOHC and the three-point rollcage designed to accommodate the “topless roadster” style.

Simple, sturdy, and lightweight, the Logghe design featured a tube axle with coil springs surrounding specially built, adjustable Autolite shocks. The Autolite dampers were claimed to be the secret to the traction and handling of the cars, and each set was confiscated before the cars were sold.

The post How the Logghe Family Changed the Face of the Funny Car Class in Drag Racing appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/logghe-family-changed-face-funny-car-class-drag-racing/ via IFTTT