Links (below) to the latest images in our
July 13, 2014 - Bonneville Salt Flats
July 12, 2014 - Bonneville Salt Flats
June 28, 2014
Welcome back to the Target 550 website.
Since the car was in the Grand National Roadster Show in January many small things have been done. Jim Hume filed the length of all of the top panels. They were just to snug and opening and closing has been made easier by loosening them. Korey Bligh has had the transmissions out and the ratio of first gear has been brought back to Bonneville ratios. They had been changed for the test on the very short Woodburn Dragstrip.
Some new tools have been made to prepare the car for a faster turnaround time. Dick Milne has done leak downs on both spare engines.
The 'chute attachment pieces have been re-done and a roller bearing in the lower one will smooth out any pushing process. They never intended to push the car off the line but until we know how the clutches handle pulling away from the line it will be easy to give it a push.
Les Davenport has machined new parts for the oil returns from the dry sump. He makes marvelous pieces and then adds a touch of artwork......just like Jim Hume.
Marlo Treit has made the transportation arrangements, the haulers have been checked: new exhaust systems and batteries. A new support trailer is being outfitted. Lessons learned in the past 20 years have been applied to a new triple axle trailer. The USFRA Test and Tune will be the first opportunity to get acquainted with this car.
By Speed Week time foto posts like we have done in the past will be ready. The Target550 website will be your window to our adventures. Thanks to webmaster Clare Sanders for getting us back on the Internet. Ray would approve of him.
Anytime is a bad time to lose Ray Therat, but this is especially bad.
He would be so excited to know the first hammer down runs
are about to happen.
Rest in Peace...
January 22, 2014
The day has arrived! We're AT the Grand National Roadster Show in Pomona, Ca. We moved the liner in with very little trouble, although putting
a 43 foot car (and a 53 foot trailer) into places designed for vehicles of much smaller dimensions presented a few challenges. It was a stunning Crowd Pleaser...!!!
August 27, 2013
News from Freud: The Treit and Davenport will be running at World of Speed and also at Mike Cook's Shootout. This project has never been in a hurry up mode until the last few months. With the car in Marlo's shop in Aurora, Oregon it is much more convenient for the crew to work on it.
The test runs at the Woodburn drag strip gave valuable information regarding drivability, engine starting procedure and how to handle the car in its carrier. All of these items relate to being "user friendly." It is not known how what changes may be needed to make record attempts but after the World of Speed event decisions can be made to raise the speed. There will be a major learning curve in the first few runs. As I said earlier sensible progress is the goal for these events.
If World of Speed goes realistically, Mike Cook's event can be the spring board for serious speed. Marlo and Les are experienced racers. They will be excited if everything goes letter perfect but they will also be prepared to face teething problems.
Excitement runs high in the Target 550 shop. We will do all possible to post happenings and results from the two meets. Please be patient as we report the progress. The team wants to go fast but speed will approached in a controlled manner.
June 24, 2012
News from Freud: "I did more photos of the 'liner today. I sat in the cockpit and had a straight on view of the dash and the windshield. I am 5' 9" and weigh 174 pounds. The car is on stands and for me to get into it we made a ladder with plastic boxes. I stepped into the car from the 3rd box. There was enough room to turn around to drop into the seat but my shoulders fit somewhat snug.
It is difficult to do photos in that cockpit. To eliminate reflections we shut off all the overhead lights. Below the dash was very dark and when I used the strobe as a fill I had bad reflections from the engine turned dash board. All is not lost. I will reshoot it now that I have seen the images on the computer.
August 14, 2011
Glenn Freudenberger, Ray Therat, Marlo Treit
and Dick Milne in front of Jon and Nancy
Photo by Thomas "Pork Pie" Graf.
Two men with speed on their minds and the equipment to make it happen.
(Marlo Treit and
(Marlo Triet and
Oil filters - Some web site watchers have noticed that the oil system on the Dyno Mule is different than the race car. This should address the question.
On our Dyno Mule engine, we used a wet sump pan and no filter before the oil pump other than a coarse filter on the pickup in the pan. This is pretty standard design, but in the race car we use a dry sump pan with essentially four oil pumps: three on the suction side and one on the pressure side. There are benefits to the dry sump system but for our dyno time, the fuel system was the issue not the oil system. We addressed the oil system some years ago and have gone with a "tried and true" dry sump arrangement since the late 1980s.
A filter is used to avoid transferring damaged material from one part of the engine to the rest. The oil system is the life blood of the engine. Small particles of material can give an indication of a potential failure. Paper or cartridge filters or screens do the same job. The cartridges come in all sizes and shapes and do a wonderful job of picking up the parts that we don't want to go into the main oil passages. In normal applications, this filter is downstream from the oil pump so whatever has come out of the return oil from the engine has already gone through the pump. With a cartridge filter, you cut it apart and lay the filter fabric out in a clean pan and examine what is in the nooks and crannies. This is a very good method of filtration. But it's time consuming. Our filter system has three sections: the first is in the pan on each one of the three suction pickup lines; the second is inline between the pan and the suction pumps. There is a filter on all three lines to the suction pumps. That way trash that could damage the pumps or the engine is filtered twice before it gets to the pressure pump. After passing through the pressure pump, the oil is again filtered but through a finer screen and now directed to the oil galley.
We historically look at the last filter first. Time is of the essence, so in a matter of about two minutes, we can take that filter apart and see if anything is in it. If there is trash that we don't recognize, then we go to the suction in-line filters. Since they come from three different areas in the pan, one can detect a problem area, or at least have a better idea as to what is creating the trash. Again, time is of the essence and it takes another 3 to 5 minutes to look at all three suction filters.
There is never a time that the filters are not examined before and after a run.