Just because the season is over for some folks doesn't mean we go in to hibernation in this forum. I'm dilligently working on some neat little things for the car and Stephen Moore was kind enuf to give me some "how to" lessons and pics on my suspension which are "on deck". Only bummer is the neat little things are keeping me from a car show this weekend...but I'm still going, minus the car. So post a pic...say somethin, anything. I for one would like for everyone to post specs on their motors...oil pan to carb...be specific and tell us of any upgrades you's like to do to it. VROOM VROOM !!!
My motor in my car is 12 years old. I cant even remember putting it in, yet what's inside it lol. Dan
Unfortunately, I've lost all the information on my build - even the cam specs. The (stock 5.0 block punched to 347 c.i.) block is the weakest link. All else is forged and was very expensive. : ow!:
Old Guy's working on his Fearmont motor. We pulled ol' faithful out yesterday and he pulled the pan today to take a look-see. One rod cap removed and one main cap removed, and both reinstalled and back out to storage (spare motor). AFter a TON of hard passes, overheated runs, a few +7k burnouts, etc, it still looks brand new inside. That's why I call it "ol faithful". Can't hurt that thing! His 331 is making progress, slowly but surely. Pan's on, cam is now degreed and its' ready for heads and top end. Mine, on the other hand, is once again waiting on parts. Actually, I have enough to bolt the bottom together, but I'm in no hurry. I need to order a couple things yet, but small stuff nonetheless. Heads will be done Monday (resurfaced) and the block is prepped. I'm REALLY anxious to hear it run! The new camshaft is also on it's way, and hopefully it'll clear everything like the old one did. If not, I'll use the old one. I will say that the Mahle flat-tops are NICE and have valve reliefs deep enough to accomodate a 270 duration and .750" lift, or at least they look that way. 'Course that's about what the new cam is, so I just hope it works LOL. They're SUPER lightweight too...just a hair over 400 g ea, plus the 80 gram pins. The bobweight was only 1600 +/-. With the toilet, it outta rev about like a sprint car. Last weekend was the last bracket race and points awards. We didn't make the top 10 (neither of us...I broke halfway through the season and missed a bunch of races and the competition was fierce through the last 4-5 races, and dad missed out on 10th by a narrow margin). I did run the little mustang and went 5 rounds before I let a guy push me through the lights at the far end, forcing a double breakout...but mine was worse. Too bad, too...I was ON! Worst light all day was .516 and the car was running within .01-.02 every run, except the last run where it ran 9.16/111 on a 9.21. Where that came from I have no idea. I kinda like the ol' junkstang, though it's like slow motion compared to my Maverick. Plus, the Mav is cooler! itching to get both of 'em going, but not hurrying anything. Well....at least not any more than normal
Jerry I'm sure your grandson will appreciate whatever you do for him... if you do the 351 are you gonna do the shock towers? Make sure you have one runnin for the Round-up cuz I know you and the misses are comin Mavman what makes the 331 stroker so much more bulletproof than the 347....seems to me that just the little bit of stroke distance wouldn't make that big of a deal, comparing apples to apples on the brand and specs of parts used. Mine should be back from the shop this week and I'm starting on the interior work.... got a busy winter planned. Gonna be doin my damndest to get the car to pull a sub 7.5 sec run at the roundup.
331....Don't know much about them, other than they seem to make great upper RPM power and from what I've seen, they're easier on parts than a 347 & larger. Rod-stroke ratio is better, too, if that means anything these days. IMHO, I don't think I'd want another 302-based engine after running the 351w I have had for the past 2 years. I doubt it would have lasted as long as it did and still make the same HP....and there ain't no way on earth it would have made near as much torque. We just decided on a 331 because the longer stroke of the 347 would most likely have overpowered dad's underengineered leaf-spring '78 Fearmont with the measly 28x9 slicks. That, and putting a 351w in there would have meant new pan, headers, intake, and ultimately more suspension work due to more torque, and there isn't much tuning you can do with a leaf-spring Fairmont (which BTW, the springs are out of a '74 Maverick LOL). With the 302, it was super consistent, but as always, he wanted to go a bit faster. Speaking of consistency, we had talked about doing a 351w in my '84 Mustang drag car, but after running that last race, I think Ima just leave that thing alone & just freshen it up!
i'm working on putting a 351w in this 69 1/2 mav i just got warm it over a little with carb and intake and new cam might bump the comp with some new pistons to about 10-1 or 10.5-1 not sure not going to go to wild ..a set of 380 gears and about a 3000 stall should run good
I would post my specs.....but its a secret... J/K Let me find my cam card and I will give some #'s Thanks Rick for keeping us going.
My old beater is a stock '74 302 with '72 heads, Edelbrock Performer 289, Holley 600, Flowtech headers and a 300:1 pegleg gear. Still has the C4, and a few little mods here and there. Plan to put some horsepower in it before the Roundup, and maybe a posi, if I can find and afford one. It is a bit weak, but I still love it. Earl
The 302 removed from the fairmont, is .060 with powerhouse pistons, 11.1 comp. They are so old and heavy, not made anymore, used rings were on them and in the holes they went. Stock crank with stock rods and ARP bolts, Clevite bearings. The rest is off the 331 and is now switched back to it, RPM heads and air gap intake, Hedman headers with evacuators and IMCA mufflers, roller rockers with 7/16th's studs. Holley 750 and electric fan and water pump. The 331 is an Eagle crank and rods with SRP lightweight flat top pistons and file fit rings at .030. Swapped the Lunati solid roller cam from both engines. 514 intake and 544 exh. 286/296 duration, 106 centerline. Fairbanks 9in convertor 4000 stall. Most of this equipt. came from mavman's car, and is pretty ancient stuff. Being we run only 1000ft, it, and some other block mods etc. work just fine for 28x9MT's being driven by 4.86 gears. Used an 8in rear for awhile with spare maverick springs and homemade traction bars. Shortened up a 9in when I got the first 331 but still use the 8in axles in it. The c4, which I just finished freshening today, ran all last season and looked like new inside when torn down. Recommend using Castrol type F in it and Valvoline 10w40 oil in the engine. Have always run these two and never have had much lubrication trouble(regular changes of course) cylinder and valve wear etc. seems minimal with it. If father time was not catching up with me, I would have left the four link type suspension under the "Mont" with some mods. Have found out that type setup can be made to work a lot better than leaves but I had the stuff off the mav's and being frugile(damn cheap) used it at the time. By the way the old beater 302 ran only a tenth slower than the 331 and just a tad slower on 60fts @ 1.52 compared to 1.47-49 for the 331. Also runs 7.20's in the 1/8th as well, heads, intake and headers are really not helping get full hp out of either motor. Cam would have to go if I changed to single plane victor jr. and matching heads or the like. Also larger tube headers would be a plus. Still manage a 109mph in good air with this 2900 lb car. Only thing I plan on doing different next year is to try a 2in carb spacer and jet change. The best thing I liked about this car is that in four years I have only lost one trans, and one engine(faulty oil pump), otherwise it was fire it up, race and put it away for the next time. Another long post but thought it would answer a few of the previous questions. Oh yeah, missed the top ten by one point because I got mad at myself for cutting crappy lights on the last points race and did not buy back after first round and went to the house with car in tow. Will blame it on my glacouma and cataracts, along with whatever else agent orange has damaged. But on the other hand could be just plain old guys reactions going south. As one fellow said at the track, "Car is fine, but the nut behind the wheel is loose"
Ok , here it goes... I have a 1989 5.0 roller block .040 over . Got it from a guy I know with a set of brand new Speed-pro Hypereutectic flat topped pistons and a set of clevite 77 bearings ,and sealed power rings.(his project fell through) He gave me a deal I could`nt refuse . So I went with it! I have all ARP bolts, Boss 302 windage tray, Moroso 8 quart oil pan, ARP oil pump drive shaft,Engine is balanced with a Ford racing harmonic balancer and an ATI flexplate (157 tooth 50 oz. balance) the cam is a Ford racing X-303 Hydrolic roller.The specs are: .542/.542 lift,224/224 duration at .050 lobe centers are 107int./117exh. , It has Trick flow one piece pushrods (6.300) and Edelbrock Victor jr. aluminum heads with 2.05/1.60 Valves and 60cc chambers (the engine WAS built for use with a set of `65 289 heads ,one of which was found to be CRACKED after they were installed ) So ,when I bought the Victor jr. heads, the 60 cc chambers made for some really low compression...I did`nt want to mill them because they will be used on my 393w stroker later on. So I used Cometic MLS head gaskets with a thickness of only .025 to help increase the compression It STILL is only 9.3 to 1 which of coarse is the engines biggest weak spot (I think if it had around 10.5 to 1 it would run VERY well ) I have Scorpion roller rockers (1.6) and an Offenhauser tunnel ram with 2 holley 450 cfm mechanical secondary carbs. It has a Milodon Aluminum water pump ,and a Mallory unilite distributor(locked out at 35 degrees) with an MSD digital 6 plus ignition box. It has Hooker headers (6901`s) with 3 " exhaust and Flowmaster 40 series mufflers. I have a Godley`s Racing transmissions Full manual reversed pattern C-4 with a 10" 3,800 converter) and a 9" rearend with 4.11`s and a mini spool. Rancho 9000 ,5 way adjustable shocks on the rear with (soon to be installed) South side lift bars ,I have Summit 3 way adjustable shocks on the front. I dont know what it will run yet but I will find out in 2005!:bananaman :bananaman :bananaman
Some great setups for sure, I love readin this stuff...hey John did you noticed how Earl just commited to coming to the round-up...hehehehe ...Earl...beater car??? my hindparts..Earl has one of the prettiest coral green Mavs you ever seen.
72 grabbers 393w decked .o5 ...eagle H beam rods ..scat steel crank ....Wiseco forged Piston.11.25-1 comp...balanced..Fluidampr harmonic damper ...B&M Flexplate ..58cc AFR 185 heads reworked by AFR for better flow for the 393w .....did not want the rased port of the 205s would have realy had problems with the headers so the guy at AFR told me for more $$$ they can rework the 185s to get them to flow good for a 393w.. Hedman Elite Hedders 88308 one tube on each side remade to clear man steering pitmen arm ....Milodon 8qt pan ..Comp Cams roller rockers. Comp Cams roller Lifters. Comp Cams cam custom grind lift 0.576 int... lift 0.600 exh .......int dur 294... exh dur 300 ....110 center..Pete Jackson quit Gear Drive...Weiand Stealth Intake...Mighty Demon 825cfm Carburetor..MSD dizy and 6al box C4 trans TCI Streetfighter 3000 stall ..8" rear 380 gears
