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First thing I would do with the rear suspension, is get a set of Calvert split mono-leafs. They are 10 lbs lighter per spring than what you have, and the leaves are super thick, at 0.450", so they don't wrap up and wheel hop. This might be enough to cure all your problems. At least, I would consider it the first mandatory step. If the car still needs help, you can look at a set of Cal-Tracs. But, first thing I would change, is the springs. If you still want to optimize things, you can go to better shocks. I'd recommend Viking. They are double adjustable, but cost around $250 each.

As for making power, a better set of heads would still provide a massive improvement. If you are in love with the ones you have, a professional port job by Mike Curcio would be my FIRST choice. Look up MCRP. He's not going to be the cheapest, but if you want to breathe some SERIOUS life into those old heads, he's your man!

Good Luck!
 

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Discussion Starter #42 (Edited)
I believe the problem is mostly in the springs, or at least the lack of taming them. I know the Mustang and Cougar springs have different lengths, but do you have an idea of what the Calvert mono-leaf springs cost?

$398 for both springs and hardware...WOW & YIKES!
 

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Discussion Starter #43 (Edited)
More updates...CalTracs and their mono-leafs have been installed with a spec'd A-1, 8" torque converter. After the car makes it to the track, I'll post the results. Should be quite interesting.

Also, updated info from the very first post. The mentioned 4000'ish converter was found to be really broken inside and according to the converter people, it would idle and then lock at 3000 RPM. It was a hindrance and didn't work at all. Therefore, it was scrapped in favor of the spec'd converter. A-1 says the car will pick up a LOT with the new converter.
 

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More updates...CalTracs and their mono-leafs have been installed with a spec'd A-1, 8" torque converter. After the car makes it to the track, I'll post the results. Should be quite interesting.

Also, updated info from the very first post. The mentioned 4000'ish converter was found to be really broken inside and according to the converter people, it would idle and then lock at 3000 RPM. It was a hindrance and didn't work at all. Therefore, it was scrapped in favor of the spec'd converter. A-1 says the car will pick up a LOT with the new converter.
Curious... Any updates?
 

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Discussion Starter #45 (Edited)
Yes, but before I do, I need to look over the time slip to give an accurate account. Everything was a positive improvement with a surprise ending to the weekend.

See next page--->
 

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Discussion Starter #46
OK, here is the update for 2017.

Just a reminder that the only things changed was as mentioned above; leaf springs, Cal-Tracs, adjustable rear shocks, 90/10 front shocks, and the spec'd converter. Everything else remained the same. Off the trailer, 60 foot times dropped to 1.60, ET's dropped to 11.24 and MPH went up to 119.5. Not a bad improvement. No more rear end shake and the car left straight! The Cal-Trac system definitely tamed the rear end. Time to fine tune...

Now for the big surprise. As the adjustments were being made, a load BANG was heard and felt at the launch. The trans lost all forward gears and had only reverse. So, after a bitter/sweet moment of breaking the trans and realizing that the car had overpowered the trans, the car was loaded onto the trailer and taken home. Time to figure out what broke and make it better for next time. There is definitely more in the car. Just need more time to analyze & adjust what's going on. More follow-ups to come...
 

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Discussion Starter #48
Late update...

It's late because I have entered nothing for 2018.

Got the transmission a part and discovered the forward clutches are void of ALL their friction material and have warped into a nice concave shape. The steels have nice shades of black & gray from heat exposure. The high/reverse clutches show signs of wear, but could have made another year of racing. Winter project is currently under way in a complete refresh with a reverse manual valve body.
 

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Late update...

It's late because I have entered nothing for 2018.

Got the transmission a part and discovered the forward clutches are void of ALL their friction material and have warped into a nice concave shape. The steels have nice shades of black & gray from heat exposure. The high/reverse clutches show signs of wear, but could have made another year of racing. Winter project is currently under way in a complete refresh with a reverse manual valve body.
Thanks for the update! Looking forward to hearing how it does with a fresh, fully functional transmission!
 

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Discussion Starter #52
It was built by another, unknown person, so the specs are unknown except for the recently added spec converter and a forward pattern manual valve body. It worked fine for several trips down the quarter mile with a mild 351W until its demise. The rebuild is going back together with your specs and modifications.
 

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Discussion Starter #53
On a whim, I contacted Comp Cams for a possible cam recommendation. Needless to say, I was a bit shocked when they recommended we switch to the XR286R, but with a 108* lobe separation instead of the off-the-shelf 110*. Seems a little shorter than what I have, but they also knew the specs of what is currently being used. If anything, I thought the recommendation would go the other way and be a bit larger.
CC recommended #35-772-8 solid roller camshaft. Specs: duration @ .050" is 248*/254* with .614"/.621" lift, but I would custom grind it on a 108* LSA instead of the off-the-shelf 110*.
 
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