And we did a bit of clean up in the Mustang parts warehouse. I think we have enough parts above my garage to build another Mustang.
Took some different head castings apart for exploration. There are a good number of heads to work with on these cars, although the differences among them seem to be minor. Len has the "best" heads from what we can tell.
The number of blocks Ford has used, now that is a pain in the ass. We have discovered at least three different types of blocks for 94-98 MYs. No advantages among them that we can tell, but you've got to keep them separated because their critical bolts are not interchangable. We have sorted them into:
A - large coarse man cap bolts, short head bolts
B - small fine main cap bolts, one row short head bolts, one row long
C - smal fine main cap bolts with provisions for windage tray, long head bolts on both rows
We prefer "C", but it appears we've only got a pile of As and Bs, with both new motors having to be built from As.
And we got the Torino fired up and ready for the street.
However, the Torino could not hit the street. We worked with a local Ford guy in Mebane NC to have this motor built. But, he went too racy on the cam and what we've got is a big block Ford with all forged internals that wants to rev to 7k+ but won't idle worth a damn. We worked with the carb for 3-4 hours on adjustments to try and get it to idle but at 2k, running smoothly and purring along, it only generates 14" of vacuum. When the RPM hits 1500 that drops to 10", and as soon as we try and go lower the vacuum becomes non-existent and she won't run. Timing, fuel, idle, it seems that nothing will do the trick. But holy hell, rev this thing up and it sounds flat out awesome, like a NASCAR screamer. Anyhow, new cam and intake manifold on the way that is reported from a BB Ford builder and guru to cure this issue.
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I've had a couple of people comment to me on the huge amount of time put into these cars and the relatively rapid development. No doubt, we spend a lot of time on the cars but having two cars being built at once provides more that twice the amount of development data. And it is less than twice the work. In looking back over the last 16 months we have disassembled three SN95 cars for parts, taken apart seven 3.8L Ford V6s of various years, built four race motors, built five rear ends with four different ratios, tried two different traction devices, tried out three types of brake pads, developed 20+ ECU tunes, dyno tuned at least five times, rebuilt two transmissions, run multiplr track widths, changed out springs rates four times and always going up in rate, Lots of changes in camber/caster/toe/corner weighting and had three separate exhaust systems built plus a lot of other things that I can't remember. For a single car/single driver team, in particular an oddball, this might normally take much, much more time. All I know is you're never at the end of development for an IT car although we're looking for the pace to slow down a bit.
But not yet. I'm out to Henderson at the crack of dawn to get a 2001 dual port 3.8L V6 as used in the ITR cars. Got an idea.....
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