I doubt that you would achieve any less friction with the overbore and stock cast pistons. Any reduction would be through wall prep and ring choice. I think there was far less science at work in this case. The engine,(as I have been told), was thrown together in a last minute thrash to prepare for a race. The +.040 slugs were probably on the shelf somewhere. The rules allow for +.070 if you dare. Replacement pistons must be the same weight, dome configuration and take the same ring package as original.
That little 200 is running +.040 stock replacement type pistons not standard bore pistons in a +.040 bore. Cometguy:What kind of gears are you running?5.71's? Is there some big difference between a DuraSpark and a DSll?
We are running a Richmond 4.62 gearset at the moment. Next year we will be trying more first gear ratio in the transmission or a steeper final drive gear...maybe both?? I'm not well versed in the evolution of Ford electronic ignitions. Apart from the obvious; the Duraspark II uses the broad, flat cap with male HEI style towers. The first generation system has the smaller, female socket type terminals. The wider spacing between terminals on the flat cap prevents potential cross-fire.
Guess the car is running an 8 inch as 4.62's are about the lowest available for those. The larger Duraspark cap can be used on an earlier distributor,even the points style.There is an adapter that attaches to the distributor and then the large cap attaches to that.The rotor is different though.Similar adapter/cap set-up on 6's and V8's. My 250 Comet has been updated with a large cap DS. Spark jump requiring a large cap must not be as big a deal as once though as MSD and Mallory distributors come with small caps.
man thats way cool! and not bad at all in the 15's! way to go cometguy! and on a one bbl! who keeps saying not to build i6s.. i think they are differant got any photos of the engine bay? what you do the the cyl head? 250 head? you didn't say anything about that. can you or have you done anything to it or will the class even let you? that a 28 inch tall tire on there too? must be eh? cuz i was trying to put 2 and 2 together 4:62s reving....? 1/4 mile? hum? anyways cool deal! actually i friends got 5.12s in a 8 incher.... or was it 5.14s anyways 5 somethings. i gotta ask him... but i think richmond is the one that makes them.
Cylinder head swapping is not allowed and the rules permit very few mods other than a good valve job..no porting, polishing or removal of casting crud. No extrude honing etc,etc. The tires are Hoosier 26 x 8. No traction aids, or problems for that matter with Lakewood 50/50 shocks. (Mini spool, stock 5 bolt axles) I think Precision Gear offers a 5.43 gear for the 8 inch?
ic... what about pinion subber or adding a half a leaf btw what do you think of that port divider thingy they do in these heads?
I don't plan on adding any traction devices that add weight until there is a problem to solve. I can stall this thing at 4000 on the brakes and launch without spinning. Cut a .009 light that way. More gear ratio may lead to hook issues....I hope so The divider is an annoyance to be sure. I'd love to weld it permanently into the port.
Thought I would share the results of our last event with you guys. Our final Stock/Super Stock event of the season was last weekend. My buddy ran the car as my wife and I were splashing about in the rain in South Carolina - some holiday!! He lost in the third round but the car ran a best ever of 15.39 @ 85.22mph. The cool evening air really helps. We're 4 tenths under the national index now and looking optimistically at the 14's for next year
