Inliners International Forums General Discussion Swap Meet 1950 Chevy - XO/PRO B'ville Car for Sale

1950 Chevy Fleetline

Current Bonneville XO/PRO Record Holder.
Includes everything except engine.
Set up for 235 -261.
Headers, tires, scattershield, engine/trans adapter,
aluminum flywheel, fuel cell, roll cage,
water tank, 500 lbs of lead
weight, safety equipment.

You could be running competitively on the Salt next year with this car.

$12k

Buy it and own a piece of history - Or it gets a SBC & goes down the road as just another Street Rod.

PM me here or call: Walt Skoczylas 503-642-9513

Keep Inline!

Pictures at: [img]http://picasaweb.google.com/101701401081000893037/BVilleChevy?authuser=0&feat=directlink[/img]

BTT
PICTURES

Tom, we have just yesterday had to install an all-new heating system in our house -- $$,$$$ -- but my offer to assist an Inliner Bonneville project still stands, if a tad shakily.

This is apparently a proven Bonneville racer and, assuming that it's not seriously injured, could be a platform for some serious competition. i don' had the building skills for this kind of project, but i have some pieces -- a choice of good GMC 302 shortblocks, a five-carb McGurk manifold -- and maybe i can scratch up another $1,000 toward getting started. If other Inliners can join in, contributing whatever they can, then we might have something good to accomplish. This Fleetline could be a useful platform for several engines and experiments.

God's Peace to you.

d
Inliner #1450

Additional info:

Current price of lead is ~ $6/lb. That's $3000 alone sitting in the car.

The car also comes with a clean Oregon title.

I spoke to Walt about this car several years ago when he was trying to sell it previously, its the REAL DEAL! You can't get behind the steering wheel of a documented current record holder any cheaper than this. The pics he sent me of the car don't do it justice. This has your name all over it Beater.

No doubt exposing my ignorance, how come is the lead in the car?

God's Peace to you.

d
Inliner #1450

I know the value here. That is why I sent this back to the top. I was stunned that it went through here with so little discussion. If I'm reading my record book correctly the record was set in August of 2000 by B. Murray at 139.713 mph. With a car that would pass tech, If it still would, that would be a good class to run in. Not too fast (expense) but plenty challenging.
The production class rules state: "The engine used shall have been available in the model of vehicle used as purchased from ANY automobile dealer." That would be a 216. If the 235 or 261 were allowed because of the XO engine designation then a 270 or 302 might be acceptable too. I'm not sure.
The problem I see is that if you wanted to run anything other than a Chevy 6 you are in really fast classes that would demand a lot of money and mods to run. It's a great car and a great deal.
When I take a real look at my finances I'll be lucky to be able to afford to watch.

You set it on the accelerator.

'50 Chevys were not designed to go 140 mph. At speed the air does strange stuff to anything moving through it. The salt is not the best surface to get your tires to stick to. So some weight in the right places can keep an old Chevy from thinking that just because it is going fast it is an airplane. If you have enough weight to keep it on the ground you also improve traction. In 2008 we saw a guy fly into the beginning of Mile 3 at a little over 200 mph. I heard later that he died from his injuries.

i reckon then that 500 pounds of lead might be "underkill."

It is another mystery of this kind of competition: How to balance power-to-weight ratio against staying on the ground . . . and not burying the driver in the ground.

God's Peace to you.

d

Since there is (comparatively) so much room to accelerate at Bonnneville, lead (any ballast really) is generally preferred over aero downforce because it only has a small effect on rolling resistance, where aero downforce generates drag at the square of the speed (ok velocity, if everything goes well over the fixed course, it should be the same thing, just different units).

You reach a point where there just isn't any more traction to be had, a much faster point than this car is likely to go (think Poteet, Main, Teauge, ...) but illustrates the point.

Best of luck, I would love to have it but my car budget is beyond tapped at the moment.

I'll jump in for a share, remember Beater, it's easier to ask for forgiveness than permission. could be a good test bed for some new parts coming on the market?

Amen, brother! "Prove it on the Salt!"

God's Peace to you.

d
Inliner #1450

Permission is not an issue where excessive blood flow might be.
This car while perfectly suited for the class where it holds the record XO/PRO would not be fun to run anywhere else. Because of the Production class rules it can not have an "engine swap". Evidently a 235 or 261 is OK because they are considered the same "engine family" as the 216. Any other engine would cause a change to a class to where the records are over 200 mph and that speed invokes an across the board rule change in tires, fire suppression, chutes(175), driver gear and possibly more. Some of the classes where you could run the car have no vintage class for the 302. With a 302 or 292 it would be in the D engine class and be heads up against everything with from 261.00 to 305.99 ci.
The one other class would be XXO/PRO which is one step up with a lower record (in the 2012 book) of 134.637. You would have to run an speciality head but again because of a special rule in the Production class the head would have to use stock port numbers and design, no advantage just not a stock head.
This car would be a great deal for someone who wanted to build and run a 261. A beautiful well built record holding car with a good shot at two records. 261s are not my thing. Now if those guys with the new parts wanted to sponsor someone.....

What is the record for the class that allows an engine swap, but say in the 230-260 cubic inch range.....with a 12 port head. Hint Hint. I called Santa and he said that it would just barely fit down your chimney.

The way I'm Seeing it. E engine class is 184.00 to 260.99 ci. Possible, I'm not sure because it is really complicated, class would be: Classic Gas Coupe E/CGC record is 210.420 mph. Or Gas Coupe E/GC Record is 216.532 mph. The difference is a few more restrictions in the Classic class including mechanical fuel injection, no EFI. Here the 200 mph threshold requires roof rails plus the things listed above.
E/GL Gas lakster record is 236.431 mph.

Think outside the bun, 153-181 cubes???

F engine class 123.00-183.99 ci. F/GC = 162.274 add a blower=203.720
That car is built for that engine in that class It has proven that. It might fit in a Modified class I can't tell.

Records for the classes the '50 Chev would run in outside of the XO engine can be found here:

http://www.scta-bni.org/Bonneville/Records/BNIrecs_cat_c.htm

The 230-260 inch engines would be in "E".

Engine Classes

Letter Cubic Inch Displacement Approximate Liter Equiv.
AA 501 cid and over 8.21 liters and over
A 440 thru 500 7.21 to 8.19
B 373 thru 439 6.11 to 7.19
C 306 thru 372 5.01 to 6.10
D 261 thru 305 4.27 to 5.00
E 184 thru 260 3.01 to 4.26
F 123 thru 183 2.01 to 3.00
G 93 thru 122 1.51 to 2.00
H 62 thru 92 1.01 to 1.50
I 46 thru 61 0.76 to 1.00
J 31 thru 45 0.51 to 0.75
K 30 cid and under 0.50 and under

Iron Duke, Mercruiser, Vortec/Atlas 2.9, Quad 4, Ecotec . . . the list of possibilities goes on and on -- and some Inliners have been known to make power with them, and to think about it.

Records have been set with Chevy fours in strange chassis. It could happen again. Call the Vortec a Chevy four and mount a turbocharger on it. We thinkin' here. . . . Back to the future -- Inline!

God's Peace to you.

d
Inliner #1450

This is a great car and I saw it set the record it still has. When a BNI record holds up for 13 years it's for a reason.

In the last 13 years the "closed" door cars have come under a lot of scrutiny with roll cages and I'm sure this one will need to be brought up to the new specs. Seems like they all look like NHRA pro stockers and need a NASCAR seat (LaJoie type)to meet specs today. A friend of mine runs in B/Gas Coupe and seems to need to change something every year. I'll never bring back my 40 Chev because of this.

With that said I still like this car and especially what it did and for why the lead....after 140 these things become airplanes or really light in the seat if you know what I mean. Mine became an "E" ticket at 150........Once again a really nice car.....JD

I saw this car run as well. if I am not mistaken didn't it have a set of Motorcycle carbs on the 261 and seems to me that Armond was doing some wrenching on it out there. Very nice car.

As I remember 3 S&S Supers . There were probably "G"s but I don't remember..........Getting too old

You two are thinking of Ray Hedstrom's '41 Chevy that he ran in the Gas Coupe Class. Armond helped out on that project and they did run the S&S carbs.

On our '50 Chev in XO/PRO I built a fuel injection setup that we ran.

Beautiful! Great work.

Yeah..that's right it was Ray's 41 Chev with the S & S's. I think your the only one who has made injector into an open plenum and not the ports. I was always impressed with it. These odd pulse engines need to work alot harder with the 3 intakes. I have always done better with carbs on gasoline but moving the atomization into a large plenum sure worked for you......JD