Skid Mark - how fast for 5k?

[milner351]

Is there a thin head gasket that's practical? I looked into that on the 302 - they required oringed head or block, if I'm going to pay for that machining - might as well shave em and run a regular gasket.

[BBR]

Copper is about the only choice for thinner and they suck for a street car. Watched a thread about a guy trying to use one a while back. It was chock full o fail.

Also remember some gaskets have a full 4.500" bore and that will lower your static CR a bit.

[Beagle]

It is getting decked to zero, about a .015 cut. I haven't mocked them all up yet, I'm trying to get a .040 - .045 quench. I did the math at 4.500" gasket and .041 compressed height. 8.8:1 with a 214* intake cam on a 112 center, sim software predicts about 177 cranking PSI with 4* advance on the cam. That's with 96cc chambers, but I'm thinking about milling them down to 92cc and it's just at 9.05:1.

I know it's a truck motor, but all the parts are here. The 337.50 chiang wao (pronounced Sham Wow) turbo is here as well... if I get it running okay, I may look into that. If I kept it under 8 psi, it might be okay without an after cooler and I'm pretty sure with a .75 kg/s capable hairdryer it would get kicked off the track and start breaking expensive things. That would also force an EFI plan, which is planned but not in this time frame.

I think it will be okay for what it is. It should be mildly entertaining. I'm hoping for 375-400 hp. I spent a bit of time talking sweetly to the ports. I like the idea of getting it to move itself first. No derailling me after pointing me in the right direction! lol. At 3600 pounds with driver (we both get a big diet) Wallace Racing says 11.99. Pipe dream for sure, but I think I will stay focused on hearing it run with only 138 days left.

The D3ve's intake ports are supposed to go 300-320 or so with any kind of attention, and if I followed the instructions right, the exhausts will go 160-180. I found a couple of dealers for the Si back cut valves, and I'm considering the 2.25 intake / 1.75 exhaust. The bowls won't need much to get the ratio right with those. They're possibly too big already for the 2.08 / 1.65 valves.

The combination should make a decent puller from idle to about 5000 I'm guessing. I'm hoping the torque and the 3.27's work together. I have been getting a lot of weight out of the car, it could just work.

The C6 is another story. I'm not saying exactly what Plan B is there, but it involves a man pedal. It would be a push , converter for the C6 v. bellhousing and flywheel and refugee transmission.

In other news, a new Ebay 160.00 Flaming River manual rack was scored today. Four glorious turns lock to lock! I'm actually excited about that. Grin.

[SuperBuickGuy]

manual rack under a 460? man, are you crazy? (don't answer that)

[Beagle]

it's not that heavy. I put the block on the engine stand without a hoist. (okay, barely)

Think of a 302 EFI, smog everywhere, a/c, p/s, air pump, antique abs/built in ps powered booster, anti lock stuff, miles of copper, solenoids and hoozits and whatsits filling up the entire engine bay, return system fuel lines, egr and air pump plumbing to the heads. So much emissions crap they had to hide some of it under the fender.

Now, think of a one wire alternatored, aluminum intaked, aluminum water pump, plastic electric fan, 4bbl'd 460 with tube headers.

FWIW, I've pulled over 7 pounds of iron from EACH head. They are the heavy part. The 460 was supposedly 720 pounds dressed, and I can promise there's over 50 pounds savings between the water pump and the intake. Trans weight, AOD v. c6 has got to be close. If plan B works out, figure 20+ pounds savings.

Skinnies instead of 225 60 16's on heavy oem wheels. A 205/70x15 is about an inch narrower, just the tires are 5 pounds a tire lighter. It's already sitting so high I will probably have to cut the springs. I'm pretty sure I can get it down to around 3400, the goal is 3600 with me in it. I drove a '68 F100 with zero power accessories for a while, they are fine once they are rolling and I hope to not have to do any parallel parking.

Four turns lock to lock v. 2.5. It's a truck rack for a truck engine in a fat fox. I'll put a 17" steering wheel on it too (weight savings over air bag 15" wheel, sell Mustang sized air bag). It'll be fine. It's the brakes I'm worried about. lol. All part of the me and car dieting together thing... and it won't be getting auto-x'd. haha.

[milner351]

Is it worth the money to put new valves in those heads? with the cam you're running - won't the stock valves be fine? that's a lot of machine work $

[BBR]

manual rack under a 460? man, are you crazy? (don't answer that)

No sweat. My car has a manual rack and it is easy to drive. Not 1 finger easy, but it's not an issue for me.

Oh and I ordered directly from sivalves when I bought mine.

[STINEY]

James how many turns lock-to-lock is your rack?

I have the power rack bypassing the pump in the Cadistang, its a little heavy to turn sitting still, but I don't exactly have skinnies on it either. I'll have to compare turns to Beags racks....

[milner351]

Increase the front tire pressure to the max on the side wall - see if that helps.

[BBR]

Man I don't know. Can't imagine that it is 4 though.


There's some Dove C's on 460Ford.com ready to run for $200!

http://www.460ford.com/forum/showthread.php?t=159253

[Mater]

interested what you end up doing with the trans. when the 4.6 dies int he merc i plan on either swapping in the 460 my uncle uses as a door stop or a 302 from a 2000 explorer that has been rotting in his yard for the past 2 years

[Beagle]

Ready to Port maybe... ready to go? Not any more than the set I have. That's my whole complaint. I don't want to port any more iron heads this year. The D3's are pretty much done already. 9:1 with crappy 70's chamber iron heads and an RV cam is okay with me. I will look at the D0ve's later. The turbo would be less work than the amount of time I have in the heads already (sadly...).

I have the machining somewhat covered. NeWay cutters should work fine here. I have 4 or 5 angles for them. It's not a daily so I'm not worried about the seats sinking. In fact, I'm counting on it having already happened to some degree. Bigger valve makes recovering from that easier.

Turn? All it needs to do is go in a straight line!!

You guys will laugh at me about the transmission. I hesitate to tell you. Oh well... Toploader, 3 Speed. Big block input shaft, small block wide ratio gears. Free. I'd love to have a TKO or a viper spec t56, but I don't see it happening. I have considered a GV for the toploader though.

Supposedly, the trans will put up with 400+ HP. I'm not sure what the torque rating is. I think I will put drag radials on and not run slicks, so that should help.

[Beagle]

Is it worth the money to put new valves in those heads? with the cam you're running - won't the stock valves be fine? that's a lot of machine work $

BBF has a 1.73 rocker arm-> .511 intake , .537 exhaust on this cam. It won't hurt it to have bigger valves. D0ve-C's use the same valves as D3's, it's the CJ's that use the 2.25/1.75 (D0oer)

[STINEY]

You guys will laugh at me about the transmission. I hesitate to tell you. Oh well... Toploader, 3 Speed.

No laughter here. I helped a friend stuff one with a built 351 in a Fox mustang back in 1987ish........that trans took WAY more abuse than the chassis was capable of handling. In fact, that trans went thru the fox body and a mustang II body that I know of, and it was way used when we got it. I'm sure its probably still running around these parts in something or other.

The tunnel was subjected to a fair amount of hackery, but not too badly. We boxed it in with sheet metal and bent the shifter to line back up with the console...worked out well.

Can't wait for pictures of how you finagle it in there! If you have enough power you don't need all those extra gears....

[TheSilverBuick]

Supposedly, the trans will put up with 400+ HP. I'm not sure what the torque rating is. I think I will put drag radials on and not run slicks, so that should help.

Aren't the drag radials going to be as bad as slicks? Afterall they are designed to hook up with the track.