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Messages - nathan moonen

2
Engine Tech / GT40-P heads
Quote from: thunderjet302;353715
FRPP makes a 302 GT40P swap header (which I run) as well.

I wouldn't bother running GT40Ps on a 351W. They are ok on a 302 but they don't flow nearly enough air for a 351W.


I could not agree more!
4
Engine Tech / Intake/Carb Help!!
Quote from: TBone;312505
OP's post stated that money and time were an issue. If he's going to change nothing else, a performer rpm or a stealth is going to increase power, period. I removed a torker intake from a 66 mustang and installed a performer rpm, changing nothing else. The car picked up low end torque and made power well past where the torker fell on it's face. My 76 Cougar. Big car, tiny 302. had a performer intake. Swapped for a weiand stealth, and had an increase in mid and upper end power. My first hand experience tells me that in a street car, not only do dual plane intakes work, but they work  well too.


1. If money is so tight why are you telling him to buy a dual plane?  Would he not be better off making other changes in the same $$ ballpark to actually benefit the car/combo...?  How about headers?  How about gears?  How about some free tuning time?  Maybe increasing the efficiency of the engine instead of choking down to cover up other weak areas?

2. I was not aware that a 66 Mustang had a Mustang H.O Roller cam installed?  Maybe - just maybe - different camshafts work differently in different combos?  Hmmm...
5
Engine Tech / Intake/Carb Help!!
I will be honest.  I am an attorney by day, and I specialize in taxes.  Therefore, you know how busy I am this time of year.  So my internet time is pretty limited and I spend the majority of that time running sbftech.com.

I came here to learn about the T-Bird/Cougar relm of the fox chassis as I want to build one for a drag car.

But when I see people giving advice to others that is not founded in "tested" experience or is simply based on automotive myths that came out of the 50's... I have to cringe and step in.

The BEST example I can give as it relates to the OPs question and my advice to use the single plane intake he already owns is this.

Take a good long look at the GM LS series of engines - in particular the 5.3. 

The entire engine is an updated/upgraded small block FORD.

They knock down great mileage, have loads of power all over the place and are put in 2500 series trucks and SUVs.  I have not heard one of those guys crying about low end torque.  Now put that engine in a 3200# car instead!

How did GM do it?

Large MSCA and ASCA cylinder heads for the cubes.
Short runner intakes
Billet camshaft
Good compression (more than most internet jockeys will say you can run on pump gas)
Big (for factory) exhaust....

Its not a secret.  When you limit air flow you cripple efficiency.  If small intakes and small heads all actually MADE low end torque we would all be buying up scores of 255 Ford Heads, coveting the 83-85 4v intake manifolds and loving the stock exhaust logs.

The simple fact is this.

1. Its all about the combo.
2. Dual planes are good for one thing - covering up mistakes.  When you choke the engine, other parts are not as critical (usually in the cam area).


I will post more when I get some time...
6
Engine Tech / Intake/Carb Help!!
Show me anywhere where I said anything about building a race engine...

Who determined that all single plane intakes are high rpm intakes?

Velocity - should be a 4 letter word.  1 out of 100,000 internet jockeys have even the slightest understanding or comprehension of what that word means to an engine, but they all seem to throw it out there whenever it is convenient.

If you are going to use that word - tell me how it effects or affects the engine.  We can even use the OPs engine as an example...
7
Engine Tech / Intake/Carb Help!!
Quote from: BogusSVO;311661
get rid of the torker, thats an upper RPM intake.


Frankly, I could have a field day with the rest of this post, but I will only address this.

What makes a "torker" an "upper rpm intake"...

Have you ever ran a torker?  Ever ran a torker with a proper camshaft?  Have any idea on what what flows alone or bolted to a set of heads?  Do you even know the ASCA and MSCA of that intake?

The easy answer is what is posted by Tbone above - get a Stealth, RPM or some other POS dual plane intake and build another whoa-fully underperforming small block ford.

The complicated answer is, well rather complicated, and requires you to throw all the BS myths in the "performance" world about dual planes, velocity, back pressure, blah blah blah.

That torquer is similar to an Xcellerator.  Both very good intakes on a set of stock heads (yes, GT40 is a stock head).

Even with the stock cam, your engine will be more resposive and be faster with a single plane intake over a dual plane intake.  And no, I dont give a rats arse what a dyno says... we dont race dynos.

If you want to do this the right way (and I mean the semi-right way without sticking a piss load of cash into those stock heads)...

get a good camshaft for your combo (anything labeled with a single letter or stage this or that IS NOT A GOOD CAMSHAFT) and get some gears.

If you want to leave the stock cam - which is pretty decent on a stock bottom end and GT40 heads, leave the intake - tune the carb and GET SOME GEARS. 

If you are running an Auto trans, get a convertor and a shift kit or valve body upgrade.



The moral of my post is this:  I know money is tight and we are all on a budget.  Either pony up the money to do it the right way now, or leave it be and save up to do it right down the road and do not buy a dual plane anything!

If you want an OTS camshaft recommendation - PM me.
10
General Fox T-Bird/Cougar Discussion / New Guy - 1st Post
Quote from: xjeffs;310869
Welcome, nice car.  I'm in Cedar Falls.  My Cougar is getting a new heart.  One of the best sites for any car is the one for fox Cougars at the site below.

http://www.coolcats.net/


Good to see some local boys on this board.

I will beg to differ with you on the "one of the best sites for any car" statement though...  Might be good for Cougars, but there are a lot of backwards thinkers doing a lot of posting over there.
12
General Fox T-Bird/Cougar Discussion / New Guy - 1st Post
The car I have plans on building will see very little (if any) street time.

It will be in the neighborhood of 1k horsey's at the wheels.

I just want to be different at the track and at cruise ins... there are simply too many fox body Mustang drag cars for anyone to stand out...

Thank you for the insight though...
14
General Fox T-Bird/Cougar Discussion / New Guy - 1st Post
Quote from: Haystack;310672
Nice to see you here. These cars are fairly cheap and very similar to stangs in weight. You'll want a 86-88 5.0 to make the swaps easy. The 86's are four eyes like the stangs and marginally lighter. The 87-88's also commonly have alot more options which adds weight. Stay away from the EATC heaters.


Can you expand on the information above?

Why are the 86-88 cars the best?
Why are the V8 cars better for easy swapping?