Just Another Random Question

madmike1157 said:

You guys should be ashamed of yourselves. Advising somebody to beat on an old car is the same as telling them to beat on an old man.
My car never has never seen the north side of 3500 RPM, and even then was only because I decided to " romp on it" a little (Which I'm still ashamed to admit to, even now.)

A fox mustang was never intended to be anything more than the ugly step child at an S197/S550 car show. It doesn't look like a fast car ( Just ask your girlfriends). trying to force it to be will almost assuredly result in you being stranded on the side of the road, with your ugly step child now broken and bleeding in some bad part of town after 10 pm. Now what ya gonna do wise acre?
like you should even be out that late in the first place.......buncha hooligans, and street punks makin' all kinds of noise squealin tires, playin' your hippie hop music too damn loud, with your noisy damn lake pipes blastin!
All I'll say about that is that you'd better remember to take your flip phone with you when you go. Beating on it wildly-nilly with reckless abandon is comparable to jumping up and down with a gun barrel in your mouth.
Sooner or later there's gonna be somebody wishin they hadn't.

It needs to be driven slowly, rarely, and only in the best of weather to and from the drug store, else wise a parts breakage might prevent you from picking up your Viagra and Stool softener prescriptions.
Then what?

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Black1987 said:

Mileage has correlation to wether or not you can beat on it hard. New motors blow all the time, old motors blow all the time. There’s to many variables to be considered.

Its just like everyone says the 302 block limits are 500 hp...really there’s a magical number that causes the block to split....no its detonation from running out of fuel because you threw timing at it or you’re NA and the poor oiling design couldn’t keep up with the demand. No voodoo harmonic at 500 hp will cause the block to split the main webbing.

Obviously the car has survived this long, which means its earned the right to bounce the rev limiter and float the valves until the pistons bang them shut.

Give it hell!

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Black1987 said:

its earned the right to bounce the rev limiter and float the valves until the pistons bang them shut.
Give it hell!

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FastDriver said:

I think the weight of evidence and convention is vast in opposition to your point of view on the cause for splitting a 302 through the main webbing. It doesn't take detonation to split a block. Also, detonation would manifest itself rather obviously on aluminum pistons and spark plugs, but they are usually perfectly fine when the motors are torn down.

Power alone will do it. Can they survive a pull or a season at higher levels? Sure, I've seen one go over 700 rwhp. The most conservative tune at that power level, however, is not going to prevent eventual destruction. The same motor (a turbo 347) I'm talking about at over 700 rwhp was tuned by Steve Petty using a Big Stuff 3 and blew up on the third trip to the track. It wasn't the tune or the quality of parts. The block was absolutely the issue.

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88LXSleeper said:

I believe the Windsor block came out in 1962, the LS in 1995. That's a pretty long run, it's demise had a bit to do with economics. I would think Ford never imagined people would want to get 400 hp out of it.

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• 
  
  For Atzbach, the '66 supercharged GT350 was a major acquisition. This rare Shelby, 6S2265, popped up in a Mecum auction brochure. John "spent some time on the phone" trying to get full background information because he has been fascinated with the original '66 Paxton Shelbys since he was a kid. Although John says he's not a big fan of red cars, he particularly wanted a red supercharged '66 Shelby with white LeMans stripes. The odds were stacked against him in a universe of just three cars and millions of enthusiasts who would love to have a red, factory-supercharged GT350 in their garage.
  
  The Paxton supercharged '66 GT350s are a curiosity. Paxton Products, makers of the Avanti R-2 supercharger kit in the early 1960s, saw a much bigger market for their supercharger when the Mustang debuted in the spring of 1964. Naturally, they paid a sales call on Shelby American in Los Angeles. Carroll Shelby knew about the power-adding capabilities of the blower and lent them a '65 GT350, 5S425. Paxton's Joe Granatelli returned to the LAX facility with the supercharged GT350 for Carroll's approval. And what better way to test the car's mettle than to go up against a normally aspirated 289 in a 2,200-pound Shelby Cobra roadster? According to legend, the supercharged GT350 outran the 289 Cobra and Joe got an order for 500 Paxton superchargers.
  
  
  In the summer of 1966, Shelby American built an Ivy Green prototype, 6S051, for a possible GT350S model. They also promoted the supercharger, claiming a 46 percent increase in horsepower over the standard 289 Hi-Po, or a boost from 271 to 395 horses. As hot as the package was, Shelby American eventually decided not to offer the "S" model. However, they would install a Paxton on a new GT350 if a customer paid for the parts and labor. It just wouldn't be a special "S" model. Essentially, the supercharger became a high performance accessory for the '66 GT350. The production figure of 11 units includes the one "S" prototype.