Recent Posts

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Quickest FE cars - ET and MPH list / Re: 1967 fastback 7.13 @95.60 1/8 mile
« Last post by Stangman on September 08, 2018, 08:13:35 PM »
Well I have posted this in the other forum but in case someone isnít on another I have an
update. I recently went to pinks all out at Atco New Jersey and made some nice passes.
My best 1/8 mile time was a 7.06 canít remember the MPH I believe it was 97 miles per hour.
1/4 mile time was 11.11 @ 121.26 and I think I might be able to tackle that last tenth although I wonít be going to a 1/4 mile track this year.
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General Discussion - non-FE - possibly NWS / Re: Quick Fuel 750
« Last post by Barry_R on August 29, 2018, 03:32:49 PM »
I understand that you just got the bowl.
Also hear that the car ran sort of well  :)
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General Discussion - non-FE - possibly NWS / Quick Fuel 750
« Last post by Stangman on August 06, 2018, 11:49:09 PM »
Hey Barry any luck on the primary fuel bowl for the one thatís leaking periodically.
I got it to a spot that itís not leaking but I need to put another jump in jet and Iím nervous about it leaking again. I am going to pinks all out in a couple of weeks would love to have it by then.
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Non-FE Engine Tech - covering the rest of the universe / Re: O/T - my father
« Last post by Stangman on January 02, 2018, 11:53:13 AM »
Barry very sorry for your loss,  couldnít imagine not having my Dad. Sounds like you got to take care of him for a while. Again sorry
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Non-FE Engine Tech - covering the rest of the universe / O/T - my father
« Last post by Barry_R on January 01, 2018, 09:08:02 AM »
I rarely post personal stuff on here, but at least a few folks know that my father had been in declining health.  He passed away a couple days ago at 87 years old.  He lived the classic American Dream.  Entered the service after high school, college in 1952 afterwords, married in 1956, three kids and a little house in the suburbs followed.  He was very involved in the Masons over the years.  Got remarried late in life after my mother was gone.  He neither had nor pursued fame or fortune, but did collect a lot of respect and a great many friends.  An honest, quiet, and genuinely good man.
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General Discussion - non-FE - possibly NWS / BT 2x4 intakes
« Last post by Stangman on December 13, 2017, 11:40:57 PM »
Hey Barry hows it going there has been some rumors floating around that some intakes are going to be around
I dont know if you have a list I know I have asked you in the past about this subject so if there is one for me I would appreciate it thanks in advance. Hope all is going well at the shop
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FE engine dyno test info and engine build information / Re: Engine Masters 2017
« Last post by Stangman on October 05, 2017, 01:39:41 PM »
How are you doing at the compitition
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FE engine dyno test info and engine build information / Engine Masters 2017
« Last post by Barry_R on October 03, 2017, 08:00:22 PM »

Barry_R  (Login Barry_R)
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I have not been spending much time on the various forums for a little while - other "life" issues have taken priority...but I am back in Engine Masters again and figured I should write something up. I still have minimal time so if you read this on the other forum you can skip this 'cuz its a cut & paste deal.

 I run on Thursday.

 I was an "alternate" this year and did not get the go ahead until a few weeks ago after somebody else had the misfortune to need to abandon their efforts. I went through the parts we had on hand in the shop and built a pretty straightforward combination that met the rules. Certainly not exotic - or a threat to any of the leaders - but should be cool in any case, and the only FE I am aware of in the contest. First time I have ever entered a 390 based engine.

 I am using a basic .040 over 390 with a 4.25 stroke and flat top pistons - same short block as we sell all the time. The rotating assembly is actually made up from used parts other than the rings and bearings. It has a pair of CNC'd Survival heads with 2.200 intake and 1.68 exhaust valves - used from a Stage X head project. Intake is a Performer RPM from last year's entry, as are the C8AX oil pan and the vintage 850 vacuum Holley carb. My friend Tim made up a custom ignition using a factory Ford distributor.

 Rules mandate a .600 max lift flat tappet cam with hydraulic lifters. This is where the problems doubled up. The custom cam came in on time and the whole deal got assembled pretty quickly without any real drama - all the big parts had already been machined and assembled once before. Engine fired up and went through cam break in with no signs of trouble - oil filter was clean.

 Started making pulls and torque looked good but we were having apparent problems at higher RPM with a jagged curve. Tried shuffling to a beehive spring package to get some control but it just kept getting worse in 3 or 4 subsequent pulls. Looked at a couple valves while turning the engine over and it was apparent that we had killed a couple lobes. With zero time to get another custom stick (this was Thursday!) we went to the shelves and grabbed the only legal thing we had, a genuine Comp 294S. As would be expected, the torque was way down but the power was decent and it runs really well. Compared to stuff we've run across the dyno in the past this one is nothing awesome - heads are too big - and I was hoping to use that custom short cam to crutch the bottom end. So much for well laid plans.

 We borrowed the Hooker '63 Galaxie headers and the cast iron long runner manifolds from Rod C again. Since Murphy was not done with us yet, the last pull from yesterday popped a 3/8" hole in a primary tube just beyond the port, and another is cracked. They are simply too old and rusting away. No time to repair those either. So we are going with the full vintage vibe. Its all Ford blue now, including PBF valve covers, a Ford oil pan, a Ford distributor, a really old Holley, and a cam from the 1980s - even painted the heads and intake. Engine looks like I tugged it out of a Galaxie although the valve covers are 1968ish.

 Based on the data gathered testing Adney's entry I was not going to be in the hunt anyways for score with the 294S cam, so we are going for the cool factor. Here at home the peak torque is just over 500 lbs, and peak horsepower is about 543 running through manifolds. I sometimes say that a particular combination can be built at home. Really true with this one.
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FE Engine Tech Topics / Valve lash
« Last post by Stangman on April 19, 2017, 12:22:09 AM »
I had always thought that when you adjust a solid cam if it said 25 hot and you did it cold with iron head and block you would adjust them to about 28 or 29 cold. Now I have been doing that for 30 years. Since joining this forum I read and am doing the opposite. I have aluminum heads and my lash is 18 and 20 hot so I am setting them any 12 and 14 cold because that's what you guys have been telling me. I was just reading comp cams voodoo cams and there was a section about adjusting solid cams and it says for initial start up use hot setting as cold for break in and due to thermal expansion the lash will tighten up and need to be readjusted. What gives who's right
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General Discussion - non-FE - possibly NWS / Re: Hello
« Last post by Barry_R on April 13, 2017, 06:27:57 AM »
Stupid busy - - way to many things going on both business and non - - but still going to Beaver.
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