Well, it's a C8AX-D cam...probably not the cam we need for a 428 PI, C-6 highway patrol car

The C8AX-C would probably be pretty good though, I think that is the same grind they used on the D2OZ 429-460 PI cam.

I'm with Rory no way I would mess with the rivets, I would put a little of the flex seal around each rivet and test it to see if it works and if it does then paint a band around all of them. Since the leak is going from inside out I would think any sealing would have the best chance for success if from the inside.

Check this out. It made the car 1000% more valuable in my opinion. The Shelby Series 1 cars were originally powered by a 4.0L Oldsmobile engine......not sure why they did that? It's now a 750hp stack injected FE.

Back then the Olds Aurora, Cadillac Northstar, and Corvette ZR1 LT-5 engines were pretty much the state of the art V-8's.

If you emailed recently, I'm sure they are preoccupied with this years event, which starts today. Power to weight ratio should get you to the 8.50 limit. You'd also be running against Scott Miller, provided he attended, in a field entirely dominated by GM's. And nobody has really pushed the 8.50 limit, that I'm aware of.

If no fiberglass bumpers are to be had, you can shave a lot of weight by removing the heavy steel backing and ditching the "crash" mounts. It wouldn't be hard to fab some lightweight brackets and just keep the aluminum front.

Wheel tubs and frame notching are also allowed, so a good size tire would fit, keeping within the 11.5" limit.

Good choice on the car and class. Good luck.

I did that with a 78 Futura years ago,I pulled the bumpers off and removed the impact beams from them and reinstalled the aluminum shells,it was a long time ago but I don't remember having to fabricate anything,I left the shock absorbing mounts and if I remember right there was a light stamped bracket that the impact beam and the shell bolted to seems like I just ditched the beam bolted the shell back to the bracket which bolted to the shock absorbing mounts and done, but I suppose you save a few extra pounds if you fabricated pieces from aluminum to replace the shock absorbing mounts and the stamped bracket.   

I always understood that the Thunderbolt Fairlanes went to DST as Kcode cars so that they would have the 9 inch, the Comet deal is consistent with the Hipo code being D on them, anybody have any insight as to why the Comets had the D and K codes swapped for them? I always understood that there were no HR non race car Galaxies,guys would always point out that the 2x4 HR required the Thunderbolt style hood which meant no normal production cars, but thats not the case for the 1x4 HR so does anybody know of any other reasons why they couldn't be installed in a normal production car?

Quote from: 427LX on August 17, 2021, 08:44:57 AM

Now why can't the 65-67 427 Cobras run in FAST? There were a total of 206 427 Cobras built.  There were only 216 L-88 Corvettes built from1967-69.  Only 2 1969 Z-L1 Corvettes were built.

The Cobras are not considered a muscle car by class rules. There was a lot more than 2 69 L88's built. 214 between 68-69. '67 was the year of only 2

I don't understand why the Cobras are barred from the series,if it's not considered a musclecar why is the Corvette?They raced in the same classes in drag racing and road racing.The top end Corvettes were no more affordable than a top end Cobra.If the Corvette were excluded then I could see the reasoning,but singling out the Cobra makes it appear as if they are just ruling out a car that they know has the potential to dominate the series.kind of reminds you of Nascar in the Big Bill France days.

When I was at Holley we were developing a gerotor fuel pump that ended up being marketed as the Volumax.  They had IIRC a 170 GPH iteration and a 250 GPH version.  The 250 had a bigger pump section and a stronger motor.  At first they both shared a common external body with a single 1/2" inlet and outlet.  The 170 performed perfectly well in the lab, but the 250 had a significant cavitation problem.  The outlet would develop a bunch of entrained air and made a lot of noise with a big drop in flow.  Eventually the guy doing the design and testing decided to add an additional 1/2 inch inlet opening (now we had two inlets and a single outlet.).  The air disappeared, the noise went away, and the outlet volume cruised right past the 250 GPH target with no distress.  The inlet side of a pump is pretty damn important...

I agree 100% on the effects of inlet restriction,this was also discussed over on Bill's test rig thread it is incredible how air can find a path given enough pressure differential,kind of like a mouse crawling under a door.Running the larger diameter tube 427 type pickup may not solve these issues but it surely can't hurt.Ford chose to use the larger tube pickups on their performance engines such as the 427,Boss 302,429 Boss and CJ/SCJ's,in the case of the 429's they even developed a dual entry pump though I think that had more to do with rotor pulsing causing spark scatter but it may be related.As far as the funnel or bell shaped pickup while I've seen no comparison to prove it,it sure looks like should work better.

As far as the OP's original question,I would think the 427 TP would be at the top due to the TP top end and the 427's .100 larger bore will make the displacement just that much bigger with the stroker crank over the 428.Do FAST cars have to be cars that were originally built with that engine or can they be clones?If clones are allowed can Cobra kit cars be used if it is a faithful reproduction?