I've done lots of turbo engines before, packed up tight too. I'm not scared of them, I just want to hit 9's N/A first.
'87 Coupe Going Under The Knife... Looking For A Good Forum
- Thread starter NickPohlAandP
- Start date
I've done lots of turbo engines before, packed up tight too. I'm not scared of them, I just want to hit 9's N/A first.
I've done lots of turbo engines before, packed up tight too. I'm not scared of them, I just want to hit 9's N/A first.
I've done lots of turbo engines before, packed up tight too. I'm not scared of them, I just want to hit 9's N/A first.
You had me at distributor on the " proper " end of the motor. Not biased ??? Seems like it to me buddy.... Its OK....we don't mind people building junk here...as long as you put it in a fine ford product. If its cool we'll keep you around. If it isn't cool...at least make it interesting and we like pics...and videos....and drink occasionally.
Just remember there is a guy here that'll drag you through the coals for calling an engine a " motor "
We don't say " tranny " or " dizzy " either....unless you can use all three in a sentence.
Welcome to Stangnet !!!
A motor is electric, engines use fuel. And the only time I get dizzy is if I'm motor boating a tranny
How much did you get for the tranny and the motor boat? Or was the tranny a rental?
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Are you a vendor, or do you just have stuff to sell? I'll be doing the chassis first, but I like to window shop
Someone might want to describe how CTs happen around here.
Only with positive G maneuvers, but in that case, yes. Then again, any engine can run inverted in a positive G environment. The airplanes I put them in were not for aerobatics, they were for rich mofo's that wanted to go really fast. The airplane in the photo was my fathers. It'd cruise comfortably at 300 kias, or about 350 mph
@NickPohlAandP
I worked as an aircraft mechanic for 12 years, 9 of them as a licensed A&P. I saw some different types of aircraft, but never anything like that. What kind of airplane is that and what kind of engine?
I worked as an aircraft mechanic for 12 years, 9 of them as a licensed A&P. I saw some different types of aircraft, but never anything like that. What kind of airplane is that and what kind of engine?
- Mar 2, 2015
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FYI a91what isn't a vendor at all...doesn't sell stuff. He's our resident tuning guru. Primarily with MegaSquirt products but knowledgeable in all things related to tuning. If he doesn't know the answer...he'll research...find the answer...verify the answer and give it to you. There's also a movement here dealing with him because he spends so much time helping for free... ( we respect that ) so we offer our generosity towards him however we can.
I run MSPNP2 and he's been a huge help.
DIYAutoTune.com is where I acquired my system.
I run MSPNP2 and he's been a huge help.
DIYAutoTune.com is where I acquired my system.
NO and NO or ahh sorta, I just run the tuning help and tech threads. I like open source hardware/software so I build and tune with megasquirt systems. I can help you put one together and get it running, I can also help with other tuning systems given enough time to look through the software.
I do offer tuning services when people need help beyond a simple tweek [like I have to do all of it for them] however I help freely until it gets to that point. Its a hobby of mine and I'm decent at it.
I'm seeing that, and I really like it. It's a refreshing change from the asshats you encounter at places like YellowBullet
Who is this mysterious man?
You had me at distributor on the " proper " end of the motor. Not biased ??? Seems like it to me buddy
I only said that because a Ford is supposed to have the distributor in the front, lol. Nothing says you can't bastardize any car. Hell, look at 90% of old Ford street rods nowadays and you'll see a SBC or LS in them. My thing is I really am not biased, I just happen to already have a good 454, a good TH400, and a J&W SFI approved bellhousing for said TH400. I know in order to get the power I want I need to bring it up to at least a 496, and I also have a crank to do that (but I've decided I'm not sure if I like this crank, so I might sell it and look for a better one). I'm not 100% opposed to using a 385 series Ford, but honestly I don't know a whole lot about them. One thing I do know, though, is that the aftermarket parts selection is nowhere near as plentiful for them, and parts tend to be more expensive.
For instance, I'd be comfortable pushing my 454 to 700 on a bottle, knowing there's a good chance I could turn it into a frag grenade because of cap walk, cast crank, rods, etc. I've seen it done. I'm somewhat familiar with the limitations of old school Chevy pushrod engines. I don't know these same limitations on a Ford. Anyone care to enlighten me? Oh, also, getting a set of heads with good enough flow and enough lift to support the power I'm looking for on a 385 series BBF is going to be pretty damn expensive too. I can outflow a set of SCJ aluminum heads and get 0.800 lift out of my stock GM casting -781 iron BBC heads. The aluminum SCJ's come up kind of short on flow out of the box and they're limited to 0.660 lift.
well a 460 BBF will fit in there and can make uber amounts of power. I'm not a BB guy I run SBF, I know a 351w with a turbo or blower will survive at 700hp.
Not even close, lol
That's a Lancair IV-P, Experimental aircraft, homebuilt in a two car garage until we had to put the wings on, then it went into a hangar. The engine is something I used to build and sell, mainly to other Lancair IV-P owners. It's basically a Chevy 400 if you want the dumbed down version. The longer version is it's a Dart aluminum tall deck small block 400 with custom Dart spread port cylinder heads, custom cam (119.5* LSA), custom built exhaust that hugged the head more than anything you've probably ever seen before, Oliver rods, Scat billet crank, full roller valvetrain, Turbonetics T3/4 hybrid turbo, dual ECU's, redundant everything.... I can go on and on and on. There were basically three iterations of the engine. The smallest used Brodix spreadport heads with a standard deck Dart 400 block, it was a 375 (destroked 400) that would dyno at 425 hp at 4900 rpm. Then there was the 400 (tall deck) with Dart heads that would dyno at 450-460 at 4900 rpm. The biggest was the 427, another Dart tall deck with Dart heads and it would dyno at 510 hp at 4900 rpm. My dad flew with all three engines and his favorite was the 400. He claimed it had the best fuel consumption for his style of flying, and in my opinion was the toughest of the three. All three were built strong enough to take 4x the power we were pulling out of them though.
I want 800.......... lol, actually I don't give two $hits if my engine makes 3hp... what I want is a 9 second time slip.
Also, I wouldn't even know where to find a 351. I can go into any junk yard and pick up a 350 or BBC (if they haven't been robbed, BBC's go fast), but I was taught on Chevy, I know them very well. I'm kind of Ford illiterate. I just built a 390 FE for a 65 Galaxie and that was a fun learning experience. It was by no means a high performance rebuild, just a stock freshen up with a very mild cam and fuel injection, but I'm cutting my teeth into the Ford world.
All I really know about Ford is the mustangs, and that they are one of the best platforms for a drag/street car you can get.
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