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Problems
If you've been following the timeslip log, you probably noticed
that our last trip to the track, back in May, left us scratching
our heads. After running a string of 12.0's during our March
outing, and knocking off stellar sixty-foots in the 1.60's,
the May outing was a huge disappointment; the car would not
hook up, the engine was running rough, fouling plugs and backfiring.
All in all, we could barely get the car into the 12.30's.
So we spent the last month trying to figure out what was causing
the poor performance. The problem seemed to be a really lean
condition between 2500 and 3500 rpm, causing severe popping
and backfiring out the exhaust, almost as if a rev limiter
was being applied. However what complicated the problem were
fouled plugs at cylinders 1,4,5,8. Typically with a single
plane intake and we'd expect to see those cylinders slightly
leaner, since the runners are the furthest away from the plenum.
We suspected the problem was either in the carb or in the
distributor. Swapping out distributors, playing with timing
curves, replacing plugs, wires, cap and rotor yielded nothing.
Rebuilding the 750 double pumper, twice, did not help. Trying
no fewer than two dozen jet, powervalve, and shooter combinations,
did not change a thing. Thinking the problem may be in a metering
passage, we swapped on a 650 double pumper.... nada. Finally
we tried the Barry Grant 750 from our Project FE car. The
problem seemed to be gone. Throttle response was back, there
was no stumbling or hesitation.
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We hypothesized that this top of
the line Silver Claw carb is probably less affected by a poor
vacuum signal from the single plane and large duration camshaft.
However this doesn't explain why our 750 Holley worked so
well during the first two months on the motor. Needless to
say we are still perplexed. The next step will be to have
the 750 professionally rebuilt. Perhaps there is something
stuck in one of the metering passages, that for some reason
we can't get out. Anyway let's get to the point.... |
Back to the track
Feeling that the Barry Grant carb was working well we decided
to make another shot at the 11's. The FORDMUSCLE crew (Jim
Langley, Victor Silva, and myself) set out for Sacramento
Raceway. I made a couple of shakedown runs to get a feel for
the track and how the slickswere hooking up. The car immediately
knocked off a 12.27 at almost 116. Seeing the mph back over
115 was a good sign, especially since the air temp that evening
started out at a balmy 85 degrees. However it seemed that
we still had a traction problem. After two runs our best sixty
foot was a 1.80 -an eternity away from the 1.60's we were
expecting. Launching at 4000 was still breaking the tires
free, resulting in having to having to back off the throttle
until they hooked. Perhaps the ET Streets were starting to
show their wear, after all we had made over 150 passes on
them.
We decided to drop the tire pressure down to 10 psi as this
would offer more sidewall wrinkle, but at the expense of some
high speed instabilty....I'd just have make sure to keep the
car pointed straight!
The car responded to the lower tire pressure, with short times
dipping into the low 1.7's. Combined with the lowering air
temperatures (now in the mid 70's), the car was really starting
to move like it's old self. We now had back to back runs in
the low 12.1x range, with mph still over 115.
At this point I felt that for whatever reason we were not
going to get the sixty foot times into the 1.6's. The car
simply did not want to hook like it used to. We had tire pressure
set absurdly low, and even then a 4500 rpm launch was breaking
them free. Victor was under the car earlier and seemed to
notice that the axle spring perches and u-bolts were bent,
possibly causing a change in the pinion angle -which would
defiantly hurt traction.
Nevertheless we were very close. All we needed was a tenth.
If we weren't going to get it from the short times, then the
only other place we felt we could improve was in the shifting.
Knowing that I am not the fastest shifter, I turned the keys
over to Victor Silva. Victor simply has more experience and
more confidence in powershifting. Besides, I had not had a
chance to stand back and actually watch and listen to this
car run. We have received many compliments on how intimidating
the car sounds with the Terminator exhaust system, so I figured
this was a good opportunity to hear it for myself.
Victor makes a pass
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After getting familiar
with the cockpit, Victor pulled the '67 to the line, did a
quality burnout, and staged against a blown late model 5.0.
I was standing behind the wall at about the 60ft mark, trying
to get a couple of pics as he launched. Before I could even
pull focus with the camera both cars roared by me. I quickly
turned around to look at the light board, and saw what I thought
was a 1.87 sixty foot time -but it could have been a 1.67,
I couldn't tell for sure. The next thing I saw was both cars
breaking the traps at approximately the same time. The blown
5.0's ET flashed up as a 11.83, but immediately after our
lane lit up with a 11.98!
Wow, Victor did it! I was absolutely stunned. What a rush!
I walked over to the tower to get the timeslip, and sure enough
Vic managed a 1.67 sixty foot, combined with blazing-fast
shifting, and got the Project car to beat its goal. [see
timeslip]
So what's next for Project 11.99?
Well the car is still a ways off from running consistent high
11's. Running 11's poses a whole laundry list of changes when
it comes to NHRA regulations. Primarily we'll need a four
point roll cage and a scatter shield. However the added weight
would probably keep the car in the low 12's. What we will
probably do is pull the heads and do some extensive porting
and try to gain thirty or so rear wheel horsepower. Remember
these World Sr. heads have nothing more than a quick cleanup.
The goal will then be to run consistent 11.80's-11.90's, along
with meeting the NHRA safety requirements. Look for future
articles on the head work, scattersheild and roll cage installations,
and of course more trips to the track.
Key Points about Project 11.99 and 400 Horsepower 302
From the beginning our goal with both projects, has been to
show you the readers that it does not take much, in terms
of exotic and expensive parts, to build a streetable 11 second
car, powered by a naturally aspirated 302. What it does take
is the proper combination of parts; both chassis and engine.
We're not saying that our projects are the easiest way to
run 11's, or even the most streetable. Of course there are
arguments to be made for nitrous and blowers, as well as larger
displacement. However one thing that cannot be beat by power
adders is the jaw-drop and disbelief of people when you tell
them your running 11's with a naturally aspirated 302 on pump
gas. F/M
"Highlights" and causes of disbelief
- Small block 302*
- 9.4:1 compression
- 89 octane (even on the 11.98 pass.)
- Fully muffled exhaust.
- Stock 1989 T5 transmission
- 8" rear end
- Stock 28 spline axles (we did break one.)
- Weight with driver and fuel: 3280 lbs. |
| 400
Horsepower 302 - Reciepts |
| Used
block: $50 |
| Machine
work/balancing: $500 |
| KB
Pistons: $250 |
| World
Sr. Heads (used): $600 |
| Vic
Jr: $200 |
| Crane
Solid Roller cam/lifters/springs: $700* |
| Misc
parts (main studs, windage tray, etc.): $400 |
Total
engine cost approx. $2600*.
Not including incidentals, such as gaskets, fluids,
etc.
*Significantly cheaper if you substitute flat tappet
solid cam of same specs. |
| For
detailed build up, see 400 Horsepower 302 buildup
articles. |
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