REV! What did you do?

[6T9PONY]

Hey Rev, what's going on? I know your car has 300 hp, ran 13.97@100, is an auto (I think...?), 3.55s (or 3.50s), and a 306. What do you all have done to it besides that? How much does it weigh? And did you do anything special when you ran it at the track? Are there any small things I could do to help myself out when I race?

Sorry about all the questions. Thanks for your time. I really appreciate it.

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Previously "BennyBoy"
'69 Coupe with 351W
Edelbrock RPM intake, Edelbrock RPM cam, Edelbrock 750 cfm carb, Hedman headers, 2 1/2" pipe, glasspacks, C4, 9" Currie is here!!, 290hp-stock heads
The Surgeon General didn't say anything about smoking your azz!!

[Rev]

Hey Pony, thanks for the interest in my car. It's a mild 306, 351W pocket ported and gasket matched heads, 1.84/1.54 valves with 3 angle valve job. 9.5/1 CR, TRW forged flat tops, Magnum roller tip rockers, CC 268 HE cam, Edelbrock performer, Holley 600 CFM vac. secondaries, Tri-Y headers, windage tray, crank scraper. Mallory Unilite, coil, and wires. Home made cold air/ram air intake system. 2 1/2" custom exhaust with 3 chamber Flowmasters. DynoJets at 224/262.

Trans is C-4 with TCI 2500 stall converter and B&M shift kit. Rear is a Currie built 8" 3.25 Traction-Lock. Tires are just ordinary BFG Radial TA's 235/60/15.

Car weighs 3050 without me. Race wt. is 3275 according to track scales.

Launch is from off idle (1000 RPM) against the brake and floor it when I see the second yellow. Gives me a .6-.7 reaction time which is about the best I usually do. I shift the C-4 manually at 5500.

I think that's about it.

Rev

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'66 Coupe, 306, 300 HP, C-4, 13.97 e.t., 100.3 mph
1/4 mi.

[This message has been edited by Rev (edited 07-31-2001).]

[This message has been edited by Rev (edited 07-31-2001).]

[diablopony]

Hey Rev, I seems to remember in 1 of your posts that you said you would do it different if you had to do it all over again. What would you do different?

[Rev]

Diablo, if I had it to do over again, I would start with a 351W or 392W Ford crate engine. Either would fit in my '66 and would be plenty potent with 385 0r 430 HP. Of course then my tranny and rear end would need to be stronger. Hmmmm, more upgrades.

Rev

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'66 Coupe, 306, 300 HP, C-4, 13.97 e.t., 100.3 mph
1/4 mi.

[Fostang]

Hey Rev I didn't know but we have basicly the same set up. Just some things change like headers and carb. What type of tri-Y do you have. I hope they aren't the one's that mustang's plus or california mustang sell. I had two sets of those both cracked but the one that I ceramic coated lasted way longer. Have you heard of the heddman tri Y and if you have how good are they?

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67'fastback-Edelbrock carb,intake,cam,valve springs.Rhode lifters, CompCam rocker arms, windage tray,cerama coated headers,dual flows with H-pipe, modded c-4,tci stall converter,perma cool electric fan,aluminum water pump,griffen aluminum radiator,accel 8.8 cable,wide cap distriburator,magnetic pick up,v-matic hurst shifter,edelbrock performer nitrous, carter electric fuel pump,ignitor coil,solid motor mounts,magna racing suspension,poly urathane bushings,under rider traction bars, comp. eng. s

[Rev]

Hi Fostang. My Tri-Y's are just re-pops of the original Shelbys. Mine are made by Pro Products. One thing I can say is don't bother to get'em nickle plated. That lasts about 15 minutes before they're black and blue. You did right, I think, getting'em ceramic coated. Don't know about the Heddman version, but I've heared that the Doug Thorley ones are good. Can't really vouch for them though.

With your N2O2, I think I'd see your tail lights pretty bad. LOL.

Rev

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'66 Coupe, 306, 300 HP, C-4, 13.97 e.t., 100.3 mph
1/4 mi.

[Fostang]

Actually the composition of nitrous oxide is N2O not nitrous dioxide n2o2 . It would be an interesting race without me using the N2O. But I'm not using the tri-Y anymore. I have a set of dynomax full length ceramic coated headers. Now thats one long thing to say lol.

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67'fastback-Edelbrock carb,intake,cam,valve springs.Rhode lifters, CompCam rocker arms, windage tray,cerama coated headers,dual flows with H-pipe, modded c-4,tci stall converter,perma cool electric fan,aluminum water pump,griffen aluminum radiator,accel 8.8 cable,wide cap distriburator,magnetic pick up,v-matic hurst shifter,edelbrock performer nitrous, carter electric fuel pump,ignitor coil,solid motor mounts,magna racing suspension,poly urathane bushings,under rider traction bars, comp. eng. s

[Rev]

Fostang, did you notice much difference in the Tri-Y's and the full length 4 into 1 headers? Was there any appreciable low end torque difference that you could detect?

Long time since I was active in chemistry, LOL.

Rev

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'66 Coupe, 306, 300 HP, C-4, 13.97 e.t., 100.3 mph
1/4 mi.

[Fostang]

Actually yes I did notice a small drop on low end torque. The difference would have been much greater if I would have used flow tech headers because they have much larger tubes. But once the mill rev's over 2 grand it's whole attitude changes. Take it even higher to 4 grand the sound changes from a rumble to a bark and you better hold on. With the tri-y's at around 2500 rpm I began to feel a loss of ump. But they were much better for around town below 2 grand driving. The idle and acceleration sound went down also but went deeper with sound of exhaust gases scavenging.

Oh yes better study...test next week.lol(chemistry)

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67'fastback-Edelbrock carb,intake,cam,valve springs.Rhode lifters, CompCam rocker arms, windage tray,cerama coated headers,dual flows with H-pipe, modded c-4,tci stall converter,perma cool electric fan,aluminum water pump,griffen aluminum radiator,accel 8.8 cable,wide cap distriburator,magnetic pick up,v-matic hurst shifter,edelbrock performer nitrous, carter electric fuel pump,ignitor coil,solid motor mounts,magna racing suspension,poly urathane bushings,under rider traction bars, comp. eng. s

[diablopony]

I'm reviving this post because I want to get a bit more information on torque converters. According to Ford Racing, I would benefit from switching my stock torque converter to a 2,000 to 2,400 stall speed converter. The disadvantage to this, I hear, is the heat generated from stop and go traffic.

Rev, how does your TCI 2500 stall converter work in stop and go traffic? How big a negative is the heat generated from higher stall speeds? Does anyone else have any thoughts/recommendations on street/strip (mainly street) torque converters? My main goal is to get more usable HP from my C-4 trans.

[Rev]

The way I see it is that you don't want a stall speed higher than your cruising RPM. That would make the torque converter slip the whole time on highway and would probably ruin the tranny from over heating. My TCI is rated as a 2500 stall. I have a little extra torque so mine actually stalls at 2800. I think that's about right for the street. A lot of people recommend a tranny cooler with a higher stall converter and I think that's probably a good idea. I don't have one and have not actually found the need for one.

I'm happy with the TCI but a B&M is probably just as good or better. Ihave not noticed any problems with stop and go driving. Actually I wouldn't even be able to tell that I had it except for better launches. Still only a 2.00-2.10 60' times. That seems about as good as I'm going to get. Hope this rambling comment offers some food for thought.

Rev

[diablopony]

Thanks Rev, this is exactly what I was looking for.