MORE DISPLACEMENT Want more cubic inches than your current engine block offers? Re-sleeving the entire engine may be your only option if aftermarket blocks aren't available in the architecture you're using. Here, we followed along as Superior Automotive Engineering in Placentia, California, gutted an entire 6.ll Hemi to sleeve it up to accommodate 426 ci.
Superior's Rottier CNC boring machine has a program for re-sleeving the new Hemi engine, and the end result is a shell of its former self. The cylinders and water j acket structures are c ompletely machined away.
40 CAR CRAFT AUGUST 2014
Just like the process for fitting a repair sleeve, a step is left at the bottom of the bore to accept the new Carton sleeves.
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The sleeves are installed by hand, using 0-rings and an anaerobic sealant where they fit into the step left in the block.
-+SOURCES Darton Sleeves; 760/603-9895; Darton-lnternational.com Federal Mogul; FederalMogul.com IMM Engine & Dyno; 760/774-4563; IMMengines.com Melling Engine Parts; 517/787-8172; Melling.corn Superior Automotive; 714/503-1880 ; SuperiorAutomotive.com
Left: Once the sleeves are fully seated in the block {they're just set in place for this picture), the bottom of the water jacket will be filled with between 1 and 2 inches of Hard Blok, the torque plate will be bolted to the deck for about 12 hours to allow the block fill to cure. The process will then be repeated on the other side of the engine. The final deck height is 9.235 inches. Below: Finally, the engine will be decked and honed to a final bore size of 4.140 to match the new pistons. With thicker ring lands and than stock, these pistons stand up to much more boost than the OE pistons can handle. This bore size, combined with a destroked 3.960-inch crankshaft, allows Superior Automotive to build a 426-inch Hemi with a 1.55:1 rodto-stroke ratio, which owner Joe Jill feels is more desirable for boosted applications because the thrust side of the pistons aren't loaded as heavily as stock and aftermarket combinations would. END
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This is Brett Lindert's SN95 Mustang convertible. Over the course of several RSE events, he has steadily improved his autocross times. The 4 .6L Mustang is underpowered, but this is not a disadvantage on the autocross. To prove that point, Brett won RSE's Late Model class autocross event in 2012 against a field of cars that nearly all sported more horsepower.
MUSTANG HANDLING Bob Albert; via CarCraft@carcraft. corn: I have a building problem and need some of your advice. I have been rebuilding a '00 Mustang GT 4 .6 auto for four years. It came home to me running on five cylinders and two gears. I've replaced the cool ing system and front brakes, and I repaired the rear brakes and had the top of the engine rebui lt. I replaced the front and rear spr ings and strut s dropping the car P/4 inches, and repaired the power steering. I junked the 15-inch tires and inst alled 18s so the car turns much better now. With these systems done, the car handles, runs, and stops much better. Where shou ld I be going to improve the car for track day? Jeff Smith: Any production car that w ill be subject ed to aggressive cornering wi ll need good shocks and springs. Th is goes for both the front and rear suspension, but especially for the front. Production cars compromise handling in exchange for a comfortable ride. Here is w here you wi ll need to move that compromise much more t oward improved handling and sacrifice a little bit of ride quality. The problem w ith a generalized recommendation is that we have t o assume that this car wi ll still be daily driven on the street, but that you'd like t o improve the handling w ithout getting too aggressive. You did not mention the specific t ires and wheels that you installed, wh ich is worth discussing because of
44 CAR CRAFT AU GUST 2014
all the components that can make a big difference, and ti res are certain ly at the top of the list. Just like in drag racing, the softer and stickier the tire, the better the car wi ll handle-even if the suspension is not completely optimized. The good news is that you upgraded to 18-inch w heels. Assuming a similar overall tire diameter t o stock, 18-inch wheels reduces the tire sidewall height, wh ich is good because shorter sidewall t ires are stiffer and less prone to rolling over under highload cornering. Wheel choice is critica l because a wider wheel is required with a w ider tire to properly load the tire on the pavement. A rough rule of thumb is to use a wheel the same w idth as the tread. We did a little research and looked at the '97 Mustang driven by Brett Lindert who has competed at several of our Real Street Eliminator events at the Car Craft Summer Nationals. Brett runs a set of 275/40R17 Nitto NT05 tires on the front and massive 315/35R17 Nittos on the rear, mounted on 17x9-inch front and 17x10.5-inch Bul litt w heels on the rear. If you would rather have a set of tires that you could rotate, then the same size w heels and tires on all four corners is an advantage to making the tires last a little longer. Generally, the front tires tend to t ake more abuse on autocross and road courses, and having the ability t o rotat e t he tires front to rear could make them last longer. Most of the current auto-
cross events now require a street tire with at least a 200 treadwear rating. You can find this rating on the tire's sidewall or in the tire specs on any of the tire company websites. The ratings gauge treadwear, so a lower rating means the tire is softer, while a higher rating (a larger number like 500) means the tire is a little harder and w ill last longer. The tires currently in vogue in autocross racing are the BFGoodrich G-Force Rival, the Falken Azensis, Dunlop Direzza Z-11, Hankook Ventus R-S3, and the Nitto NT05, among others. All of these tires meet or exceed the 200 treadwear rating. Once you have a set of tires and wheels t o your liking, a good suspension alignment is essential to improve handling. The Mustang uses a strut front suspension, wh ich isn't fact ory adjustable, so you might look into a set of adjustable upper strut plates. These plates offer adjustment for both caster and camber. These plates are good for both setting the alignment and compensating for lowering the car, which usually accompanies a change to stiffer springs. You mentioned that you've already lowered the car, so an alignment is critical. We'd suggest going with something close to a nega tive 314 degree of camber and between 4 and 5 degrees of positive caster to induce more high-speed stability. This added caster w ill increase st eering effort. but that's not necessarily bad. Finally, a slight amount of toe-in, per-
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ASK ANYTHING haps 1h2 inch. w ill improve tire wear. You may hear about racers adding much more negative camber to increase lateral g-force. This can be helpful at the track, but this wil l also radica lly increase inside tread tire wear by increasing t he inward ti lt of the tire, which loads the inside of the tire. Also. while negative camber helps cornering, few realize that th is also reduces tire footprint under braking. That's w hy we like to maintain the static negative camber at around % degree. There are probably a dozen companies offering suspension components for your Mustang, but two that we are somewhat familiar with are Maximum Motorsports and Eibach. Maximum Motorsports offers an entry-level kit consisting of four Bilstein shocks, four custom-set coi l springs, a set of caster-camber plates, and four urethane spring isolat ors. The kit runs approximately $1,210. Eibach also has a complete shock/ strut. springs, sway bars kit that sells through Summit Racing for $1,040 that includes a larger sway bar. These kits use non-adjustable shocks and struts. A combi nation of one of these kits along with good t ires and w heels would go a long way toward radically improving the handling. At some point, you w ill also notice that the st ock brakes w ill no longer be able to keep up w ith the car's improved handling. Initial improvements can be made just by changing t o a performance brake pad. This is where personal preferences come into play, since there are dozens of brakepad companies. The more popular companies include EBC, Baer, St opt ech, Hawk, and W ilwood. W ithin each of these companies, they may offer five or more different brake compounds, depending upon applications. This is w here you would benefit from t alking w ith autocross and/or trackday racers (even better if they drive Mustangs) t o see w hat they prefer. Canvas a broad spectrum of racers, and you wil l probably find a tremendous variety of opinions-and they w ill probably have very strong opinions about brake pads. Performance brake pads are a w itch's brew of different chem icals and com pounds designed t o create friction and w it hstand the heat w hile also offering varying levels of brake dust , noise. and coefficient of friction all based on your brakes' t emperature range.
Whi le all these components and recommendations will help to improve handling, the one thing that wi ll become apparent very quickly is t hat regardless of the tires, suspension tune, or how well t he brakes work, the single most important th ing t hat w ill benefit lap times is improving your driving skill. Aut ocross and track-day driving looks easy-it appears that all you have to do is go out and drive fast. That might be 30 percent true. The real key is vehicle control, and the best way to learn is to t ake your car out and run it on as many autocross courses as you can find. Seat time and talking w ith good. experienced drivers w ill reinforce the mantra, "fast in the cockpit is slow on the race course-slow in the cockpit is fast on the race course." What this means is that w hen you can combine speed w ith vehicle control in each corner, the car w ill respond w ith a quicker lap time. The typica l Hollywood routine of sliding the car around, w ith all kinds of tire squeal and sideways drifting might look and feel fast-but it isn't. Autocross racing is a great place t o learn this because the speeds are slow and losing control for a moment results in perhaps a bumped cone or two, rather than serious damage to the car from an off-course adventure. You w ill also quickly learn that slow into a corner w ill often result in a quicker corner exit speed. wh ich is you r ultimate goal. So spend time learning how to drive by putting you r ego aside and encouraging critiques from other drivers. This wi ll help you improve your driving abilities. Lowering your lap times is t he best way t o improve t he whole racetrack experience. Don't worry about other people's lap t imes-there wi ll always be a quicker hired gun-just focus on improving your own lap tim es. In the end, the idea is to have fun. If you do that. the rest will be icing on the cake.
MORE INFO EBC Brakes; 702/826-2400; EBCBrakes.com Eibach Springs; 800/577-2338; Eibach.com Hawk Performance; 855/465-7161; HawkPerformance.com Maximum Motorsports: 888/3788830; MaximumMotorsports.com Wilwood; 805/388-1188; Wi lwood.com
COOL IDEA David Gangel; via CarCraft@ carcraft.com: My grandson races air-cooled legends ca rs with oil coolers. He won the Shenandoah Speedway championship for 2013. If I can find a better oil cooler in the off season that wi ll keep the engine a little cooler, t hen maybe it wil l generate a few more horsepower and we w ill be a little faster next yea r. We are running a Yamaha 1,250cc, aircooled (originally designed for motorcycles), race-bui lt INEX sealed engine that produced 143 hp at the w heels at 8,700 rpm on a dyno. To coo l the oil, I can choose between a 1-inch-thick. 16xl0-inch Fluidyne cooler or a 2-inch-thick, 16x6-inch Setrab cooler. I can run an electric Spal fan on both, but only t he Setrab has a shroud around the fan. The Setrab has 20 flat 2-inchwide tubes, w hile the Fluidyne, I think, has 30flat1-inch-wide tubes. The face of the Setrab core is 6xl 4 or 84 square inches in front of its 2-inch-thick core. The face of the Fluidyne case is 10.5x14or147 square inches in front of a 1-inchthick core. The oi l pump isn't very strong on the Legends race cars and sometimes suffers from extremely low o il pressure. The Fluidyne is a single-pass cooler, and the Setrab is a double-pass cooler; I cannot increase t he oil pressure based on racing rules. What shou ld the criteria be for choosing the best cooler?
Jeff Smith: I looked at both coolers on line. The Fluidyne is a round tube and fin design that, from what I've read over the years, is not considered as efficient a cooler as the Setrab's plate and fin design. Fluidyne offers several different designs of coolers, but specifically calls out t he roundtube design for the Legends cars. Th is may be because of the oi lpressure issue. As you pointed out, it sounds like oil-pressure drop is a concern w ith these eng ines, wh ich places the advantage more toward the Fluidyne tube and f in. Fluidyne lists an oilpressure drop at only 0.5 psi at 3 gallons per minute of flow at an oil t emp of 225 degrees F. w hile
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ASK ANYTHING the Setrab plate-style cooler lists a change in oil pressure of 3- 4 psi using 20W50 oil and a 5-gpm flow rate-I didn't see an oil temperature listed. but I est imate t hat to be around 200 degrees F. It would appear that the Set rab wou ld have t he advantage of actual surface area of the tube compared to t he Fluidyne, w hich is the idea behind t he plat e and fin design as I understand it. The Setrab plate and fi n wou ld appear to be much more durable than the older tube and plate of t he Fluidyne. So based on this, if cooling is the ultimate goal. I would tend to go with the Setrab because I think it would offer the largest oil-temperature drop. But if an oil-pressure drop of 3- 4 psi may be detri mental-then t he Fluidyne wou ld be the better choice to maintain oil pressure. I would also then pay attention t o fitting design to minimize the oilpressure drop. Tapered insidediamet er fittings are helpful, as would be transfer hoses that m inimize the pressure drop. In a racing environment. you have to be concerned w ith durability, which may be problematic with t he Fluidyne since t he open t ube and fin are much more suscept ible to stone or debris damage. Placement of the cooler is also important-both these coolers list 60 mph as the air speed where t he cooler is most efficient. You mentioned a fan, w hich wou ld be helpful but only if you use a shroud or ducti ng to ensure that w hen the fan operates that it pulls air through the entire cooler. A puller fan is always m ore efficient than a pusher fan. since a pusher is a restriction on the inlet side, while the puller is not. Note: In trading inform ation w it h Dave on t his question. he learned that Fluidyne now offers a plate and fin design cooler with similar pressure-drop numbers to the older t ube and fin design that may be the best choice overall. Ultimately, we are probably dealing wit h very small differences in performance bet ween eit her of t hese coolers. If so, then a plat eand-fin-style cooler is m uch more durable and likely t o last a very long t ime.
While the application for this particular question is not exactly typical Car Craft material, all oil coolers operate off the sam e principles, so the subject does work for a street or race car.
MORE INFO Fluidyne Racing Products; 800/ 266-5645; Fluidyne.com Setrab; 740/625-6228; SetrabUSA.com
JVB JUMPER BOX UPDATE
This simple battery disconnect switch should prevent any accidental d ead short issues with our aluminum hand-built battery st arter box.
Mark Dahlquist; Argusville, ND: On page 80 of the Mar. '14 issue of "Junkyard Builder," the article shows how to build an economical yet effective battery jumper box. This is a great idea, and I'm sure it works better than most of the cheapo jumper boxes that are sold by retail stores. I do have a safetyrelated concern regarding the construction of the jumper box, though. The entire case is metal, w ith the exception of the handle. This by itself is not a bad thing, but then you also have the cables installed so both cables are hot all of the time. If the cables stay attached to the handle as shown in the picture on page 82, this does not matter, but w hat about the box that slides around in the trunk and the cables get moved outboard an inch on each side? What if the cables come loose from the handle and fa ll in the box? A conti nuous dead short across both terminals with cable that size would ultimately lead to the battery catch ing fire and possibly exploding,
causing burning acid to start everything within explosion distance to start fire as well. A simple fix to this would be to have a battery-mounted disconnect switch on the negative terminal. This way the positive terminal st ays covered, as you so correctly did in the article, but you can now open the cir cuit on the ground cab le so a dead short is no longer possible. I would real ly hate to see someone lose their car to a fire because of an unsafe batt ery box design. Thanks for the great articles, keep them com ing.
Jeff Smith: An excellent point. Mark. We also thought of that-unfortunately, only after the story was on its way to the press. The easiest thing wou ld be to just pull the cable off the negative battery cable, but a quick battery disconnect is also a great idea and is even simpler. We found a simple switch mounted to a battery cable end at Harbor Freight (PN 97853) for a budget price of $4.99. At that price, the decision is pretty easy. We're also thinking of adding a small bracket to the box to mount a 12-volt air compressor so that the battery box can pull double duty.
MORE INFO Harbor Freight; 800/423-2567; HarborFreight.com
ASK ANVTHINGWE'VE GOT SOLUTIONS! CarCraft@CarCraft.com CarCraft.com Car Craft Mag 831 S. Douglas St. El Segundo, CA 90245
Formerly out of the Ramchargers speed shop in Detroit, Matt Cameron later toured and worked on Garlits' cars between 19861987. He came by to help his friends on this sunny March afternoon. These days, when he is not welling up with tears while warming a heavy-load nostalgia Hemi, he sells insurance in The Villages, Florida, and occasionally races a twin-turbo, U-second street car.
DON GARLITS I
The first 426 Hemi that Don Garlits raced was installed in Swamp Rat VIII. The original car was front-halved for additional wheelbase and became Swamp Rat X, which today is best known as the Red Car of 1966 and 1967. It is in the Garlits Museum on static display. This replica was built in 2005 by Don and the museum crew, and has a wheelbase of 140 inches-same as the orig- , ina1SR08.
Ocala, Florida
How do you introduce a garage like this? Everyone knows who "Big Daddy" Don Garlits is, and, as you may guess, he has a monster collection of vint age goodies to go with the 250 cars on d isplay in the m ulti-building Garlits Museum of Drag Racing near Ocala, Florida. Right after the Gatornationals, your author, w ho is working on a Race Hemi history book, set up an appointment to sit down with the man they were already calling the "Old Man" back in the '60s. As it turned out. Garlits and a couple of the guys who had helped him make history ( in the '80s streamliner era) were in the process of do ing a valve job on Swamp Rat VIII, w hich is a period-correct replica of t he very first dragster Garlits installed a new, blown 426 Hemi into back in lat e 1964. It is also the car Garlits is planning on "cackle touring" in 2014. With an easy thrash on compared to today's "big show" cars (it took three hours instead of 75 minutes), Garlit s expertly hand-lapped the valves, screwed the engine back together, loaded it up with 92 percent, and cackled in the t une-up while sitting in a museum parking lot within 200 feet of 1-75 at 9 p.m. that night. How cool is that?
By Geoff Stunkard I Photos: Geoff Stunkard
50 CAR CRAFT AUGUST 2014
"Big Daddy" Don Garlits is still at it 50 years after the 426 Hemi era began. His first drag race was in 1950, and his list of achievements could fill a book, which they haveseveral of them, in fact. The latest is the self-published Don Garlits and His Cars, available at the museum gift shop, which describes the history of each race car Garlits ever drove.
Now living in Livermore, California, and working on large industrial engines, Mike "Bo" Smith was in town for the annual International Drag Racing Hall of Fame banquet that the museum hosts during the Gatornationals weekend and stayed around to help with the thrash on SRVlll. He worked on Garlits' team twice, from 1978-1980 and again from 1985- 1987, assisting the late Herb Parks, who was crew chief during that era.
This is a set of original '42 Ford wheels and 16-inch tires that came off of a vintage Ford that Don still drives a lot. He recently put radials on that ride, so this quartet is going back into the Garlits Museum.
This 426 Hemi is built as a fuel motor circa 1965, with an iron block, iron heads, and a Bryant crank for a total displacement of 500 ci. Other goodies include JE "cackle" pistons, a Crane solid-lifter cam, a Mooneyham 10-71 supercharger, and vintage Keith Black-tweaked Enderle injector system complete with rubber lines. Big Daddy says it lives forever on 92 percent. This is very close to the engine that started it all in 1965. After winning the March Meet with a trusty Chrysler Imperial motor (Connie Swingle was driving SRVlll at that race), Dodge PR boss Frank Wylie called up and told him dryly, "You need to be in that car, Don. We aren't selling 392s anymore!"
AUGUST 2014 CARCRAFT.COM 51
How to Make 618 RWHP with a Small-Block Ford By Douglas R. Glad I
Photos: Douglas R. Glad and Steve Brule
~ On paper, our '87 Fox Mus---;Jl"'tang should cruise right past the 10s and into the 9s now that we have the horsepower and weight numbers. But that's on paper. In reality, you have to get in the thing and hold the pedal to the floor while it walks and talks at more than 135 mph.
52 CAR CRAFT AUGUST 2014
Ron is ready, but are we? If you're just catching up, Ron Burgundy was a $2,000 four-cylinder '87 Fox Mustang with a 302 swap that we found on Craigslist. We added a turbo kit from Hell ion. ran some 11-second passes, and felt that a 500hp Z363 crate engine from Ford Racing and a
larger 76mm turbo would make more power and more fun. The result was 618 hp and 565 lb-ft at the wheels. Using the power-to-weight calculation [e.t. = 6.269 (weight/hp)1' ] or just using an app like Drag Times, we plugged in the 2,900-pound weight of Ron and the power at the wheels. The
-+Unlimited burnout potential.
result was a generous 9.75 at almost 140 mph. We shall see. Out of the car, the Z363 made 507 hp and 452 lb-ft of torque using a Wi lson 1-inch tapered spacer, a Holley 750 HP carb and an Edelbrock Super Victor intake. The rest of the combo consists of a Performance Automatic
4R70W overdrive, t he stock 8.8-inch rearend with M oser axles, and a Detroit Trutrac differential. The suspension is from Maximum Motorsports with a complete tubular front K-member and front and rear tubular control arms. Using ride height and shock adjustments, we reduced the
60-foot times from 2-plus seconds to 1.59. With an additional 150 hp we should be in the 40s. The final step before track day was to dial in the Holley HP EFI on the dyno. The HP kit has a Ford part number that allows it to plug into the factory injectors, but to use the factory Ford IAC
AUGUST 2014 CARCRAFT.COM 53
THE PULL We were screaming the engine a bit for the big power number, but the engine revs fast. We will likely be seeing t he 7.000-rpm rev limiter at the track. Note how fast the power numbers climb between 4,000 and 5,000 rpm. Timing was 19 degrees total and the !VF ratio was a comfortable 11.0:1.
We had to jack the rear end up to get the 28xl0.5-15 M/T ET Drags to clear the quarter panel. On race day, lower will be better to correct the instant center and get the car to launch.
and TFI distributor you need an additiona l harness available through Hol ley. Holley can help you with a base map to get the car running enough for a breakin cycle, but to fine-tune t he system, we used the West ech dyno. The biggest th ing we learned was to give t he Holley HP system clean power and grounds directly from the battery so it
can work correctly. Otherwise, the directions are simple and complete. On t he dyno, the HP learned what it was doing quickly after the base map was installed and t he timing was set at the distributor. The final numbers were made w ith a conservative 19 degrees of total timing and 12 pounds of boost. We know there is potentially more
RPM
HP
TO
3720 4045 4400 4621 4856 5025 5089 5216 5404 5604 5803 6004 6200 6400 6600
186 242 319 383 471 518 536 557 575 602 611 611 612 613
263 314 381 436 509 541 554
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power in th is combination, but we are going to try to get what we have to the ground before we start adding more pressure to the system.
For the engine dyno tests, we used an Edelbrock Victor Jr. single-plane and a Holley 750 HP carb. For the turbo application, we added a Trick Flow intake and reused the factory TFI distributor and IAC.
54 CAR CRAFT AUGUST 2014
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See the dyno run and goofball burnouts on CarCraft.com. Maybe.
END
Holley also offers a water/ methanol system that can be triggered using the Holley HP EFI system. When the engine sees more boost, the cooling properties from the system will help avoid engine-killing detonation. The solenoid was plumbed into the intake charge pipe just before the throttle body.
-+SOURCES Accufab; 909/930-1751; AccufabRacing.com Be Cool; 800/691-2667; BeCool.com Ford Racing; FordRacing.com Hellion; 505/873-4670; HellionPowerSystems.com Holley Performance Products; 866/464-6553; Holley.corn Jegs; 800/345-4545; Jegs.com Maximum Motorsports; 805-544-8748; MaximumMotorsports.com MSD; 915/857/5200; MSDignition.com Powermaster; 630/957-4019; PowermasterMotorsports.com Speedway Motors; 800/979-0122; Speedway Motors.corn Summit Racing; 800/2303030; SummitRacing.com Trick Flow; 888/841-6556; TrickFlow.com Turbosmart; 909-476-2570; TurbosmartUSA.com
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62 CAR CRAFT AUGUST 2014
But then there are some things that should be enlarged. Take this smallblock. Ron started with a 340 block, but enhanced it slightly. He pushed it with an Eagle stroker crank, I-beam rods, and Ross forged pistons to crank out 418 inches from the LA-block. But there's some subtlety going on here because those are iron X heads. That keeps the rest of the world guessing about how well these ported heads flow. Combined with a healthy Cam Motion cam , you can bet that this little small-block sees some rpm. Everything basical ly screams that this car was built to perform rather
than just pose. The Hoosier tires aren't there because they have a great treadwear rating, and the Cal-Tracs bars are there for only one purpose: to plant those rear t ires. Ron likes t o show off his ride as well. He's been to the Ohio M opar Nationals and the Woodward Dream Cruise in Detroit, and of course, the Car Craft Summer Nationals in his backyard in St. Paul,
Minnesota. That 's w here we first saw this no-nonsense Mopar basking in that total-horsepower show that happens every July at the Minnesota State fairgrounds. Ron says he belongs to the IBM car club, which stands for "I Built M ine." That tel ls you a lot about Ron. He knows this little A-body inside and out. And frankly, it is easy being green.
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TECH NOTES Who: Ron Hoglund What: '69 Dodge Dart Swinger 340 Where: Shoreview, MN. which is literally surrounded blue-water lakes. Engine: No big-blocks here. Ron started w ith an iron 340 block and added a 4.00-inch stroke Eagle forged steel crank, I-beam rods, and a set of Ross 9.8:1 forged pistons. He had Lofgren Auto in Oak Grove, MN, machine the block to 4.040-inch bore size and fit the Clevite bearings. The Cam Motion grind indicates how serious Ron is. With 246 degrees of duration at 0.050 and 0.509-inch lift, this motor was meant to spin. Ron also had the X-heads ported, but retained the stock valve sizes. On top, he bolted an Edelbrock Performer intake and an 800cfm Holley carburetor along with a set of TTi headers and a matching 21h-inch dual exhaust system using DynoMax mufflers. How much is all this worth? Ron says it makes 487 hp at 6,000 and 504 lb-ft of torque at 4,500 rpm. That makes for a great street package with a broad powerband.
Transmission: It's almost rare to see a street/strip anything anymore with a manual trans. It's even more old school when the trans is an A-833 four-speed using a Hurst shifter and a Mcleod clutch and pressure plate inside a Lakewood scattershield. There's also a driveshaft loop to provide protection, but with the Proven Force driveshaft, it's unlikely the loop will ever be needed. Rearend: Al l small-block performance cars all got 8 3/ 4路inch rearends, and Ron has outfitted his with a Sure Grip clutch-type limited slip, a set of 3.91:1 gears, and stock axles. Suspension: Up front, Ron has employed 6-cylinder torsion bars and drag shocks to get the front end to lift, wh ile in t he rear, the stock, asymmetrical Mopar leaf springs are now assisted by a set of Ca lTracs bars and 50/50 rear shocks. Don Nelson installed a set of subframe connectors to tie the body
together, but that's it for any external indications of this Dart's potential. As for brakes, we think Ron relies on a long shut-down area since the Dart still runs its stock 10-inch drum brakes. Wheels/Tires: The Swinger rol ls on a pair of 15x6-inch Cragars in the front and steel wheels in the back mounting a pair of 27x10.5xl5-inch Hoosiers. Interior: Ron likes a Swinger with a stock interior, so with the exception of a Sunpro tach, this bench seat interior looks pretty much like it did in 1969. END
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Bob Cook updated his '70 Mustang with '03 Parts
L
et's start from at the beginning by saying that the car in these pictures is, in fact, a '70 Mustang. In place of the '70s two-headlight front end, owner Bob Cook installed the fenders and grille of a '69. The mixing and matching doesn't stop there. Between those swapped fenders, you'll find a swapped engine from an '03 Must ang, and not just any old 4.6 Modular engine, but the Top Dog, supercharged DOHC engine from the Mustang Cobra. But wait. t here's more. Bob didn't stop t he modernity at t he f irewall, he swapped t he entire drivetrain from the Cobra: the T-56 six-speed, aluminum driveshaft. and independent rear suspension, too. Even the interior is a collaboration of '70 and '03 parts. In case you're not familiar, Ford introduced the 4.6L engine in 1994. as a replacement for the 5.0L. Windsor-based engines. The modular engines were based on overhead cam
architecture and were available in single-overhead-cam or dual-overhead-cam versions in either 4.6L or 5.4L displacements. in a variety of cars and trucks throughout their run. In the SN95 Mustangs ('94-'04) the GT got the SOHC 4.6, wh ile t he Cobras got the DOHC version. The '03 and '04 Cobras were noteworthy, however, because they came straight from t he factory with an Eaton M112 Roots-type supercharger, which brought a jump in horsepower from 305 hp NA t o 390 hp, with lots more power available wit h simple pu lley changes. Those engines are tough, too, with forged pistons and rods, in addition to the forged cranks t hat all Cobra engines had. These features make the so-called Terminator engines very desirable for swaps such as this. But what prompted Bob to undertake this swap is perhaps the most interesting part of the story. "The drum brakes
sucked," he said, "and my wife couldn't see over t he dashboard. She asked me to raise t he seat and f ix the brakes." Obviously, he got a little carried away in the process. Bob decided he wanted a f uel-injected engine, and that got him shopping insurance sales for donor parts. He ended up buying both an '03 and an '04 donor car, taking the useful parts, and selling the rest. Parting out t hose donor cars proved more lucrative t han he expected, so he started buying SN -95 Mustangs for the sole purpose of parting them out on his eBay store, BL Auto Parts. That business took off, and four years ago, he left his long-running job as a GM dealership
70 CAR CRAFT AUGUST 2014
technician to run his online business f ull tim e. It's am azing how a sim ple seat-track adjustment can com pletely turn your life around. During all th is, Bob continued working on the '70, t ransforming it to the car you see here. Unlike LS engine swaps in GM cars, Modular swaps in unibody Fords aren't as sim ple as adding motor-mount adaptors to the new engine and dropping it in place. Bob ended up making a custom front subframe and swapping t he entire floor from t he new car into the old one. He also rebuilt t he engine, swapping the Terminator rotating assembly into an earlier, aluminum engine block. He also upgraded to a more efficient 2.6L Kenne Bell twin-screw supercharger. and the result is a dyno-proven 688 hp-we can attest to how fast this car is. We rode w it h Bob on a high-speed blast around his rural Ohio home, and it was a total rush. It rides like a new Mustang, and the power delivery is brutal. All your senses say you're rid ing in a new car: the exhaust note is Mod-mot or distinct, the w hine of the supercharger screams Terminator Cobra, and the dash and seats reinforce your perception. But look out the w indshiel d or rear window you see the cool, old Sportsroof. Bob may have created the ultimate Mustang, combining the iconic look of a '69- '70 Sportsroof but with modern, efficient, and fast running gear.
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TECH NOTES Who: Bob Cook What: '70 Ford Mustang Where: Frazeysburg, OH Engine: Bob did what we've always wanted to do with Ford's DOHC 4.6L engines: he combined the lightweight and strong Teksid block from '94-'98 Mark VII ls and Cobras with the beefedup rotating parts of the '03 Cobra. The cylinder heads for the '03-'04 Cobras, Mach ls, and Mercury Marauder are among the best flowing heads available for a Mod motor, second only to the '00 Cobra R and Ford GT heads. Bob augmented their performance with a quartet of Comp XE274BH-116 cams and their requisite valvesprings. The Kenne Bell supercharger was a used parts score, and he added a Fluidyne air-to-water intercooler. Mann Performance of Newark, OH, did the machine work, and ARP fast eners and Fel-Pro gasket s seal it up. On the dyno, the engine made 688 hp and 605 lb-ft of torque on 14-psi boost. Transmission/rearend: A Cobra T56 six-speed backs up the engine. Bob added a Spee aluminum flywheel and Mcleod clutch and an aluminum driveshaft leading back to the '03 Cobra's independent rear suspension, housing 3.55:1 gears and stock '03 Cobra axles. Exhaust: Stainless Works headers for an '03 Cobra lead to a 3-inch exhaust system with a pair of Magna Flow mufflers. Suspension: Bob and his son, Rob, built a custom front K-member out of
74
CAR CRAFT AUGUST 20 14
chromoly tubing. It incorporates the attaching points for t he stock '03 Cobra's front suspension, which includes Bilstein struts, Hypercoil 700 lb/in springs, an Eibach 13/s-inch sway bar and the Cobra's rack-and-pinion steering system. Bilstein shocks and 475 lb/ in Hypercoil springs also reside out back. as does another Eibach sway bar. Brakes: Stock '03 Cobra brakes are found front and rear. Bob was even able to make the Cobra's ABS and traction control systems work with t he transplant. Swap modifications: Putting it in very general terms, Bob cut the floor out of his 70 Mustang in and welded in the floor of an '03 Cobra. That is oversimplifying things, however. There is a 7-inch difference in wheelbase between the two cars, the '70 is longer, so Bob had to cut the '03 floor in several sections to make it f it the Sportsroof. The Cobra's shock towers were extended 7 inches forward from their original position, requiring Bob to make a f iller panel in between. He also used most of the Cobra's firewall. and
was therefore able to keep that car's brake master cylinder and w indshield wiper motor (attached to the '70's wiper arms). The '70 is also a bit wider than the '03, so Bob and his son filled the gaps between the rocker panels and floor with some rectangle tubing, which has the added benefit of strengthening the chassis. Using the '03 floor means the independent rear suspension and fuel system of the new car can work with the old one. Bob just needed to lengthen the fuel and brake lines to make up for the added length. Paint and body: Even the '70 Sportsroof's body is a collection of several model year's styling elements. Bob added the fenders and grille of a '69 Mustang, and the rear valance and ta il lights from a '67. Brandon Collins did the paint job, using House of Kolar Tangelo Orange Pearl with an orange candy coat added before the clearcoat. Interior: Bob adapted the '03 Cobra's dash to fit the '70. The seats are from a '01 Bullitt and were reupholstered by Recovery Room in Thornville, OH. END
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How technology has changed! Look at the difference in appearance between the RV cam we used in the first article on the Blue Collar 454 and the jewel-like finish of a new LS9 cam next to it. We'll be using that cam in a 6.0L build soon.
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You may be wondering what happened to Quick Fuel's green路 and-silver E85 Dominator-style carburetor on the cover. We ran out of dyno time and didn't get to run it. Look for that next month. We'll also be trying a ZEX nitrous kit. Don't miss it!
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80 CAR CRAFT AUGUST 2014
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The ClO in Shop Talk is in the late stages of a fourwheel disc swap. We will run an update in next month's Project Garage.
AUGU ST 2014 CARCRAFT.COM 81
Chrysler's Pioneering Disc-Brake System Explained By Steve Magnante I Photos: Steve Magnante
One of only 415 Crown Imperials built in 1950, this 20-foot-long monster rides on a 145-inch wheelbase. With all eight passengers (plus driver), c urb w eight approaches 4 t ons. Chrysler's standard 12-inch drum brakes just weren't up t o the job. The sw eet red Galaxie in the background is not a four-speed 7.0L, it's a 352 car with auto trans. Drat!
Q
uick, what American car was first with four-wheel disc brakes? Gotta be the '65 Corvette, right? After all , with Duntov's incessant push to pack the latest technology into GM's fiberglass flagship, many are puzzled it took his team until 1965 to do the deed.
82 CAR CRAFT AUGUST 2014
Hope you didn't bet the keys to your Boss 429 'Stang on that last bit of trivia. The fact is, Chrysler was the fi rst domestic automaker to offer fourwheel discs, and the year was 1949two full years before the arriva l of its Firepower Hemi engine, a t ime when all Chrysler engines were lethargic in line,
flathead sixes and eights. Though a $400 option on all '49-'54 Chrysler automobiles (but never offered on t he lighter Dodge, DeSot o. or Plymouth). the discs were standard issue on every Crown Imperial lim ousine. At first blush, the plush world of stretch limousines doesn't seem a
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likely place to look for brake system breakthroughs, but if you consider the mental picture of a 6-ton, 9-passenger limo hurtling toward t he red flashing lights of a railroad crossing- with faded brakes-the idea seems natural. We recently discovered this discequipped '50 Chrysler Crown Imperial limo in a Salisbury, Massachusetts, vintage-car salvage yard. Packing a 135hp, 323ci flathead eight and threespeed stick, it's no race car. But we can still learn from it.
The rear of the unit shows the inner half of the iron housing. The same brakes are also fitted to the rear axle. Crown Imperials used an extra-wide rear axlehousing with 69 inches of track width (front track is 57 inches). This eliminated the inner fenders so a full-width rear seat could be used. Note the coil spring front suspension. Chrysler wouldn't switch to torsion bars until 1957.
84 CAR CRAFT AUGUST 2014
TER
ISING
HEEL BOLT
This illustration shows the stationary, split brake disc. When the brake pedal was applied, twin wheel cylinders pushed the split disc apart so its friction pads made contact with the insides of the spinning housing. Self-energizing action and extra braking force was provided by six steel balls riding in ramp that wedged the disc apart. Metal return springs retracted the works when the brakes were released. The system was designed by Ausco-lambert (aka the Auto Specialties Manufacturing Company) of St. Joseph, Missouri, and further developed under license by Chrysler. After Chrysler dropped the costly unit for 1955 (improved vacuum boosters gave new life to Chrysler's drum brake systems), Ausco-lambert changed the housing material to aluminum and tried to market the brakes over the counter as the "Double-Disc Safety Brake." Unfortunat ely, it w as overshadowed by European-style, floating路caliper brakes that were big with the sports-car set. Detroit (except for Studebaker in 1963) wouldn't revisit (front) disc brakes for another decade.
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Automotive engineers separate disc brakes into two categories: those w hich use one or more calipers with "spot" clamping act ion, and those w hich are true discs, with full 360-degree linings similar to a clutch driven-disc. The Chrysler discs fall int o the latter category. Though four-wheel spot disc brakes became standard on the '65 Corvette, technophobes could opt out by choosing RPO J61, the '64's all-drum system for $64.50 credit. Of the 23,564 Vettes made in '65, 316 (roughly 1 in 75) came with the previous year's 11-inch drum brakes.
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Car Craft managing editor Phil McRae's car stands out for all the wrong reasons in the Source Interlink Media parki ng lot.
AUGUST 2014 CARCRAFT.COM 85
AMC PERFORMANCE Who: Veronica Keip What: '70 AMC Rebel M achine
Where: Pardeeville, WI Why: Veron ica was stoked to see an AMC in the Quickies photos a couple of months ago and sent some pictures of her car. She didn't include much in the way of details, but the pict ures are great.
CHEVELLE TIME MACHINE Who: Gabe Cozza What: '68 Chevrolet Chevelle Where: Bay Shore, NY Why: Gabe had a similar Chevelle about 30 years ago when he was 21. He wanted to recreate t he car again and found this example for sale in Missouri. He did most of the restoration work himself, replacing the missing 396 with a '70 LS6 454, and adding a Comp cam, Edelbrock RPM intake manifold, a 1,000-cfm Holley, and a 150 shot of nitrous for just a bit more fun . He says cruising down the beach on a Saturday aft ernoon is like a trip back in time.
OWNED BY A KID Who: Jake Jones What: '89 Ford Mustang Where: Mustang, OK Why: Here's what Jake wrote us: "I'm 13 years old, and I own an '89 Ford Fox-body Mustang. I love these Mustangs a lot. My cousin has a fast X275 Mustang, so I just had to have one t o work on with my dad and m y papa. We are torn between a street machine or a drag car. I love drag racing, but I want a cool street car! What do you think? Wh ichever way I go, I'll send pictures of it when its done. It wou ld be so cool to see this in t he magazine!" Hey, Jake, you can't go wrong either way.
86 CAR CRAFT AUGU ST 2014
S-15 DUALIE?? Who: Mike Taylor What: '91 GMC Sl5 Where: Hudgins. VA Why: Well, it's interesting, and that's why we love the WTF section of the magazine. Mike tossed t he truck's Iron Duke four-banger and dropped in a TPI 350 and TH 700R-4 trans from a Firebird. Somewhere along the way, he also ditched t he bed and added t he dualie axle. We're thinking he could also put really big sl icks on back there.
PLAN YOUR SUMMER NOW! What are you doing this June and July? The correct answer should be "Going to Car Craft's summer shows!" Free your schedule and book your hotel now. Meet us at the Du Quoin State Fairgrounds in Illinois for the Street Machine Nationals on June 27-29, then trek up t o St. Paul, M innesota for the Car Craft Summer Nationals on July 18-20. We will all be there, along with a few t housand fellow gearheads.
Attractions include burnout contests, unhealthy food, dyno challenges, and Miss Car Craft competitions at both shows. We'll hand out awards to the stel lar standouts, and shoot a bunch of cars for features in the magazine. Chevrolet Performance sponsors both shows, and they always bring their latest performance cars and cool crate engines. Be there. It's worth t he trip. We promise.
CORRECTION! OOPS! We goofed in the June '14 issue by incorrectly identifying the photographer of Terry Sorensen's '70 Nova ("Spool," page 66). Eric McClellan was the shooter.
-+SEND STUFF TO CAR CRAFT! Send any of your compliments, complaints, random m usings, o r pet pictures to us. Here's how: email: CarCraft@carcraft.com online: CarCraft.com social media: Facebook.com/ CarCraftMag mail: 831 S. Douglas St.. El Segundo. CA 90245 disclaimer: If you can't write a sen tence, don't worry, we will make you r work comprehensible. That includes making up stuff we thought you meant.
FROM THE ICE PLANET HOTH Who: George Manthorne What: '86 Chevrolet Camaro IROC Where: Nova Scotia, Canada Why: George says he's been a subscriber since the mid '80s and, "this is the closest I will come to getting my car in your magazine." It has a blueprinted 350 with a Holley 750 carburet or, a Weiand Sportsman intake, Dart heads, Comp roller cam and rocker arms, Hedman shorty headers refin ished in ceramic, a Flowmaster American Thunder 3 -inch exhaust system, a Centerforce clutch. and Chris Alston subfram e connectors. It recently m ade 387 hp to the wheels and probably sounded great doing it. He w rites, "It's the middle of the winter up here, and my baby is stored away. Seeing her in Car Craft would warm me up." We say: Consider t his a warm front. George.
AUGUST 2014 CARCRAFT.COM 87
"You should put my dad's Camara in the magazine because it is a quality automobile and it burns the rear skins pretty dang easy." - Joseph Aubuchon, via email "The bane of my existence." -Jon, Houston, TX
' LETTERS MISSES THE RACK
GETTING WIRED
I'm very disappointed that you haven't run the girls in On the Rack. I m iss the Rack! I wou ldn't have renewed if I had known t hey were el iminat ed. -Banzai Bob, Phoenix, AZ
I've been interested in doing an LSX swap into many different vehicles and there's always one thing that holds me back: the wire harness. I know t here are many "stand-alone" harness options available from some of the best aftermarket wiring companies in the business. but the prices are out of my budget range (in a junkyard 5.3L with factory harness can be found for as little as half the price as an aftermarket harness). There are sources online that outline t he process. but t he information I've found is vague-and on the Internet. I would love a step-by-step tech article outlining the process of converting a factory wire harness to stand -alone
functioning by a car magazine I ca n trust, i.e. Car Craft. Maybe provide a list of sources to have the VATs removed from the factory computer programming. I'm good at physically w iring circu its and understanding and reading w iring diagrams. but I wou ld like a professional's approach and insight before tackling t his project for the first time. -Mike Restad, Fargo, ND
with the stock injection, intake, headers, et c. Then tackle upgrading heads with injection. Then-you guessed it-stroke the hell out of it and see just how far you can go before (if ever) you need an aftermarket block. Don't forget t o mention t he cost/size/price/power advantages of the 385 Series over the stock rat along the way. If the engine needed to be transplanted in t o somethi ng later, like a Must ang, all the better. There's also the opportunity t o dive into the
anvil-like, good qualities of the E40D while addressing its shortcomings over yet another (while informative) GM electronic overdrive article. - J. David Dickson, Central Mississippi
LIKES ENLIGHTENMENT Thank you for taking the time to explain the paint process in your Bench Build section (April '14). I'm a collision t ech by trade and am very pleased you tried to enlighten people on how t his process works. I strugg led for years to try to explain the costs and time span involved, but people never understand completely. -Dale, Kamloops. British Columbia
We've been considering doing this article but weren't sure how much interest there would be for a wiring article. What do you readers think? Email us at CarCraft@carcraft.com.
BLUE COLLAR HAULER First, congratulations on your informative series on the Blue Collar big-block. Now for something that will make the GM faithfu l wrap their heads with duct t ape so they can find all the pieces after their heads explode-something along the lines of the Crown Vic series. First, you need a new shop truck. Something a rea l blue-collar guy might have. One that hauls and hauls ass. St art with a late-'90s F-Series RWD Super Cab with a 460 and E40D. Play
It's as if David was clairvoyant: we've been shopping crew-cab pickups on eBay lately. What do you guys think of his proposal? -Ed.
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CAR CRAFT ( ISSN 0008-6010) ; August 2014, Vol. 6 2, No. 0 8 . Copyright 2014 by Source Interlink Magazines. LLC. All Rights Reserved. Published monthly by Source Interlink Media. LLC, 261 Madison Avenue. 6th Floor. New York, NY 10016. Periodicals Postage Paid at New York. NY, and at additiona l mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections t o Car Craft. P.O. Box 420235. Palm Coast. FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada $32.00. All other countries $44.00 (for sur face mail postage). Payment in advance, U.S. funds only. For subscript ion inquiries please email carcraft@ emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast. FL 32142-0235. CHANGE OF ADDRESS: Six weeks' notice is required to change a subscriber's address. Please give both old and new addresses and label.
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