[chipmechanic]

Over the winter I built a new engine and transmssion for my '68. Drove it down to the parts store to get a few vacuum hoses for the headlight doors. I must say I was a bit bent out of shape about my vacuum system. There was none. My Pro Sytems 950 carb had absolutely no vacuum provisions even on the metering blocks and my manifold didnt either. I ended up having to drill a hole in my nitrous plate to mount a vacuum tap to get the headlight doors to work. I dont know what I would have done if I needed to use vacuum for my transmission. Anyway that got taken care of and I went for a few mile drive.

That thing is brutal! I mean absolutely BRUTAL ! Good God! Ive had fast cars in the past and the last 482 inch FE I had in there was a high 10 affair but I have never driven ANYTHING like that. Its LOUD and its unbelievably powerful. I was worried about the roller cam maybe being a bit on the large side at 271/[email protected] .050" . Silly me. Low end torque with the AFR 225's a problem? I dont think so. I havent even taken over 5 grand yet and its already the fastest car Ive even been in. Its got a 160 degree thermostat and gets to 160 and stays there. 14 inches of vacuum in the crankcase . Looking good so far.

I would like to say that edge racing 4000 stall 9 1/2 inch converter is quite simply a joy to drive with. No slippage unless I nail it and then it revs right up to 4000 and it takes off!

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438 inch Dart block Windsor, AFR 225 heads, 271/[email protected]" on 106 solid roller, 13:1 compression, Super Victor, crank trigger, 950 pro-systems carb, external wet sump oiling, transbrake C4, 4000 converter, 4.10 Dana 60, Nitrous. Street Driven '68 Cougar



<font size=-1>[ This Message was edited by: chipmechanic on 4/30/06 2:11am ]</font>

 

[qtrhors]

where are you...I want a ride

It is just wild to think about how far the W motor has come in aftermarket support. Couldnt even begin to imagine this type of combo in 1979 when I built my first 289 at age 19.

 

[67falconer]

What do you use for gas and how do you afford it at 13:1 compression in a daily driver??

I'll bet that thing hauls major ass.

 

[chipmechanic]

Daily driver? I never said it was a daily driver. I have other cars for that. This is just a toy.

 

[BelgianGuy]

What headers are you using? KOOKS?

Greetz John

 

[chipmechanic]

The headers are accufab racing 2 inch primary into 3 1/2 inch collectors. I have them welded to flowmaster ball socket 3 inch flanges and into 3 inch hooker aerochamber mufflers and dumping straight down after that. I had the headers coated at jet-hot after they were fitted.

 

[ujt389]

Do you have any burnout videos? Id love to hear that thing run

 

[chipmechanic]

Sounds like a good idea. Ive got to arrange that with my brother/cinematographer . I have a set of 295/50/15 tires on there right now that I need to waste before I put on the 315/60/15 drag radials. Probably next weekend.

I was out driving around today and I noticed that if I am going 70 miles an hour in 3rd gear and I stomp on it that the tires break loose...right now !

 

[chipmechanic]

On 2006-04-29 19:37, 67falconer wrote:
What do you use for gas and how do you afford it at 13:1 compression in a daily driver??

I'll bet that thing hauls major ass.

Don't get too hung up on that 13:1 number. I run either straight 100ll avgas or a 50/50 mix of sunoco 110 race gas and 92 octane super unleaded. I could probably get by with less octane though and may drop the 110 useage a bit to 4 or 5 gallns a tankfull as I get used to this motor. My cranking compression is about 180 lbs. because of the cam.

 

[Loco4Fomoco]

hmm...I'm going to be running 12.5:1 Compression, and my builder told me I have to run straight 110 octane fuel or I could damage my new engine. He said if I ran out of gas, I could put 92 octane in it to get home.....but not to get on it or I could burn holes through the pistons! Careful Chip. With 11:1 compression I mixed 50/50. Good to hear your happy with the way it turned out...Cool Man!!!

_________________
<font color="blue">L8R,
Rick in Indy</font>
408 Clevor
Remember...Success is a Journey, Not a Destination

<font size=-1>[ This Message was edited by: FATNFAST on 5/5/06 6:11pm ]</font>

 

[chipmechanic]

If your running an iron headed clevor you might need the extra octane. Those Cleveland heads retain heat like crazy and dont have very efficient chambers. The whole problem is compounded with the pop up domes needed for high compression with the cleveland heads . I just hope you are running closed chamber heads or you are in a world of hurt!

In my case Ive found that with enough cam, good cooling, flat top pistons and efficient chamber aluminum heads and MINIMAL quench you can get by with a lot of compression. My last build was relatively mild with a 260/268 @ .050" solid roller. I had 11.25:1 compression and ALWAYS ran 92 octane in it. No race gas. Never a hint of detonation. With the 438 even at a nominal 13:1 Ive been running the 50/50 mix of 110 and 92 octane and havent had any detonation signs.

When I go racing I'll run it with as much 110 as will fit in the tank more for the nitrous than anything else.


BTW the "chip" part is because I am an industrial controls technician in a Frito Lay plant

438 inch Dart block Windsor, AFR 225 heads, 271/[email protected]" on 106 solid roller, 13:1 compression, Super Victor, crank trigger, 950 pro-systems carb, external wet sump oiling, transbrake C4, 4000 converter, 4.10 Dana 60, Nitrous. Street Driven '68 Cougar

<font size=-1>[ This Message was edited by: chipmechanic on 5/5/06 11:11pm ]</font>