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Messages - Falcon67

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1846
If you are going to put it much past the end of the header flange (collector end) I would use a heated sensor.  For tuning the street car I have a bung located right past the flange in the collector extension.  Also, I just run one with the laptop until I get the carb tuning where I want it, then put it back in the drawer.  No need to run around with it all the time. 

1847
To my knowledge Quick fuel and pro form 4150 billet main body is/was  the same part /brand/manufacturing   :-\

Hold off on the sad face - I've had much better luck with the ProForm/QF main bodies than with the Holley bodies.  I haven't tried a Holley lately but i the past the ProForm part was mucho higher quality.

1848
FE Technical Forum / Re: carb spacer
« on: June 01, 2017, 09:15:18 AM »
If I could find a china shop to repop those things, I'd make a killing.  Ain't paying $140 for a spacer LOL.  Yes they work, but looks to me like you could DIY just as well with some epoxy and a bastard file.

1849
FE Technical Forum / Re: 9 sec combo's
« on: June 01, 2017, 09:10:20 AM »
i understand the car needs to be set up right for a small inch fe to perform.i guess the original question meant in a well set up car.i guess a better question is how much power can you get out of a 390

Depends on how far you want to go....750 hp not out of the question, but certainly not "street-able".
where is the street-able cut off at 600,650?

Well, that's up to you.  I run 4.56 gears, 28" drag radials and a 4000+ stall converter with license plates.  After we recover from the dragster build, I'd like to do a big inch 11:1 solid roller 393 or 408C with a tunnel ram that needs a mix of 110 race and pump gas.  With license plates.  I don't have a problem with rupp-rupp, no AC, no heat, climb in over the roll cage, wait-until-its-160F-before-you-drive-it, stop every 15~20 miles to cool the trans, 55 MPH max on the highway, etc.  Others may want to hear the radio.

You know that there are licensed,tagged "street cars" that run in the 6's making near 3000 HP.  So there isn't any "streetable cutoff" IMO.  It's what's in your wallet and how much you are willing to do to run it down the road.

1850
FE Technical Forum / Re: carb jetting
« on: June 01, 2017, 09:03:42 AM »
Same as 427 - first thing I'd have done with the 950 is put it back in Holley stock configuration.  Those have a rep for running very well right out of the box.  I'd love to have one on the dragster.  That is race only and I still use a power valve.  IMHO running without PVs gets what you saw - a fat carb with poor fuel metering that tends to load up.

1851
FE Technical Forum / Re: carb jetting
« on: May 31, 2017, 08:05:11 PM »
850 DPs are normally pretty lazy, I would not change from stock jetting until I had some reason.  Specifically, from road or track testing. 

1852
FE Technical Forum / Re: 9 sec combo's
« on: May 31, 2017, 11:24:47 AM »
i know the big inch FEs will do it but can you get a 390 or 428 in the nines without power adders on a 3000 pound car


Yes.  We can get 390 legal Stockers to go 10.30 at 3000 lbs with a .481 lift camshaft,  so with no rules, 9's are no problem....but.....the car would have to be very good, not just the engine......

Key notation.  Running an automatic in a bracket car, I can assure you that the converter can be worth 1/2 second or better in many cases.  And that's just one item. Suspension reaction, shocks, tires, gearing, HP/Torque curves, launch RPM, track condition, moon phase, track burger seasoning, etc all contribute to ET or lack there of.  Look at it this way, work backwards from your ET request - it'll take around 600 HP at the rear tires to put a 3000lb race weight (driver, fuel, etc) in the 9 second range under near optimum conditions.  That's over 135 MPH in 1/4 mile at least.  So you're looking for 750~800 HP at the motor more or less.  Reduce the weight, less power required to run the MPH goal.  The 351C in my dragster makes maybe 550 HP, but since the car is light  (unknown weight at this time - 1800 or so probably) it should run right in the top of the 8s in the 1/4.  Runs 5.6x @124 1/8, put it in my Falcon at 3250 lbs maybe 6.60s @ 100 or so.  To complicate your considerations, tests show that reducing rotating mass is as much as 5 times more effective in freeing up power than removing static mass.

1853
FE Technical Forum / Re: carb spacer
« on: May 31, 2017, 11:20:10 AM »
I have had generally good luck with 4 hole spacers on dual plane intakes.  I've picked up - on a 302 - going from a 1" to a 2" 4 hole.  As noted, your mileage may vary.  Also, it's not much of an issue to get a decent Moroso 1" spacer from Summit or Jegs, then just drill a 3/8" hole in the center of the rear until it breaches the rear bores.  Glue a piece of 3/8" steel brake tube in the hole, instant PCV port.

1854
FE Technical Forum / Re: 9 sec combo's
« on: May 30, 2017, 09:21:53 AM »
My 302 Falcon runs 8s.  In the 1/8 mile  8)

1855
Non-FE Discussion Forum / Re: The new Ford
« on: May 26, 2017, 08:59:37 AM »
You can find some great deals though. Last year at work, we bought a brand new F250 Super Duty for about $16k. It was a hold-over that didn't sell because it's basic white and stripped of every option except AC. Your typical utility type truck. I thought that was a pretty decent deal, considering. But I still have a better truck, and for less money ;D

That's part of the problem here - Our 2004 F150 Crew was just like I like - bench seats, cloth, AC, cruise/window package, 5.4L and that's it.  Out here in west Texas you'd think there would be a big market for "utility" trucks - farm/ranch, oil field, wind farm and such.  Well, from walking the lots you'd apparently be wrong.  Out of maybe 200 trucks we've looked at over the last year or so I found 2 (two) "stripper" vinyl seat type configurations under $45,000.  Everybody including the old farmers wants Texas Edition, leather seats w/buckets and console, nav, Sync, aluminum wheels, stainless gee-gaws, etc, etc because that's what the dealers stock.  The Ford dealer in Weatherford had maybe 80~100 trucks on their huge lot and I think we found 3 or 4 under $50K.  There are "used" but except for maybe one they all look beat to hell because that's what people do - buy a Cadillac equipped pickup and proceed to drive it like it's a rental.  I-20 here is posted at 75 MPH.  We spend 35 miles a day on it and I run 80~85.  Daily I'm tailgated by F250, 350, C2500, Dodge Ram DRW, service trucks, etc.  Between cities, not out in the middle of nowhere.

1856
Non-FE Discussion Forum / Re: The new Ford
« on: May 24, 2017, 11:53:46 AM »
That.  I'd love a newer F350 DRW but not at $50K.  I'll keep the 93 and just put a fresh motor in it and save $44,000 or so.  We like the Fusion Hybrid but resale is crap - on year 3 of note and still owe about $8K more than the car is worth retail here.  So $600 payments continue.  If we could get rid of that, we'd have some spare $ to spend in the economy.

1857
FE Technical Forum / Re: what fuel pump to use?
« on: May 23, 2017, 11:26:57 AM »
I'm using a Holley blue pump, and it is LOUD.

Why I don't use Holley plums in my door cars anymore.  I use Mallory electrics, much more quiet - even the 140 GPH race pumps.

1858
On your transfer slots, I start out with the back looking square and the front about .030 exposed.  Run it and if I have to idle up very much, I'll open the back about 1/8 turn on the adjustment and back down the front.  Also, most times on 4 corner idle the screws are maybe 1/4~3/8 turn out - rarely more than 1/2 turn.

I never drill the plates. The dragster motor has near .700 lift and a lot of duration, idles good at 1200.  No holes. 

1859
FE Technical Forum / Re: what fuel pump to use?
« on: May 18, 2017, 08:30:51 AM »
Edelbrock sells pumps that are rebuildable if that is a consideration.  I haven't used a mechanical pump in years, electrics are too convenient and easy to trouble shoot.

1860
FE Technical Forum / Re: Cooling fan HP losses...
« on: May 16, 2017, 04:36:50 PM »
In the Falcon with the big fans, I run only the water pump during a run.  With a 31x19 radiator, don't really need them on a pass.  Same with the 300 HP 302 and the old 500 HP 351C.  The Mustang has a smaller radiator and small 10" fans, so it runs the fans as needed to control heat.  Driver preference (wife) on that one.  She just has one override switch to cool the car in the pit.  In the dragster, with the radiator behind the deflector plate, fan and pump run starting when I leave the Ready Line heading to the burnout box.  The water pump ALWAYS runs - the control switch panel in the dragster has two positions: pump, pump+fan.  In the door cars, ignition on = pump running.

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