fiveohwblow
Official Member
- Jul 21, 2005
- 2,169
- 145
- 135
I think you should ignore all of the kind advice that has been given and start disassembling your car right away.... then everyone on here can say "I told you so"
Have a nice day, and congrats on winning the douche of the universe award
The stock block may live if it is mostly a street car, but I know MFE cracked a stock block with a pretty mild combination. I imagine that because his is open tracked, it sees more sustained RPM, which is probably what killed it. If you are tracking the car, then I would definitely get a different block. On a street car, you could probably take the chance with the stocker.
If you're worried splitting the block go with a 351.
You are really starting to sound like you want to build an all out race car with practically OE parts and budget and not wanting to take no for an answer. Best of luck to you.
I'm trying to conserve money based on the advice that this will be expensive if I go Ground-Up. Same with keeping the transmission, I'm trying to keep the aluminum heads I have, since that's about a grand less spent on the final build.
A 351 adds about 1600 dollars in aftermarket parts I won't be able to reuse (and would have to purchase) and I should only need about 425-450 flywheel HP or 360-390 RWHP to get the performance I want (min). Any of the upgraded blocks should be able to handle that and cost around 2 grand minimum. Unless a new 351 block costs less than 400 dollars, it is unlikely to be my best option. (explaining my reasoning here)
Again, I'm trying to save money, as advised, by using aftermarket parts I have.
I'm requesting ideas or sources for parts.
Restoration
-Custom sub-frame connectors, overall frame reinforcement, media blast, DS floor pan replacement, DS apron repair, Paint.
Out of curiosity, why do the custom sub-frame connectors? MM makes good pieces that offer good ground clearance, too, and they aren't very expensive.
Body panels
-Looking for an OEM style fiberglass hood/hatch (bolt-on) or for advice on functionality/usefulness of a scooped hood like a 1.5" Mach 1. Also looking for good Trim and GT Body Kit panels.
Fiberglass hatches are available from HO Fibertrends, Cervini's, and Design Concepts. There may be more places, too, but these are what I remember. My experiences with the hatches here...
http://www.stangnet.com/mustang-for...out-sealing-up-the-glass.855358/#post-8630010
I like my Cervini's Mach 1 Hood on the GT, but I do not use the ram air setup. My understanding is that the ram air typically only works at 70+ MPH, so I didn't think it was worth it.
I will also say that if you are concerned with lightening the car, the Cervini's hoods are not that light. They are strong, though, and the latch is reinforced, which I like for a street car without hood pins. I also have a fiberglass stock hood from HO Fibertrends, which I like a lot, but it doesn't have the reinforced latch which makes me nervous.
Suspension
-Tubular K-Member, U/L control arms, sway bars, strut tower brace that fits around Edelbrock Performer RPM (Typhoon) intake, Strut/shock or coilover options (lighter than stock front end causes it to ride high currently) adjsutable?
I would definitely go coilover if you are doing all that. Better ride and handling in one package, and you lose some weight and have infinite height adjustment and the ability to corner weight.
Wiring-
Looking at a few options, what's the current status of TwEECer user satisfaction and power increase? Was a painless kit worthwhile for those that have it? Door/window motor sources?
Interior
-Parts seem to be getting expensive, what dyes or paints have people used with good result? Any comfortable, light seats that are fairly cheap and can be reclined/on tracks?
Fuel System
-Anyone with experience refurbishing your tank, any links on required fuel flow, fuel pump and lines (lines are of restoration importance) adjustable FPR advice?
Exhaust
-Header options (1-3/4" to 3") for maximum ground clearance w/ longtubes and post crossmember x-pipe.
Has anyone done after-axle mufflers? Would this increase or decrease performance? Trying to think outside the box here, shouldn't cost much. Looking at the area, there should be enough room if placed vertically. I am always concerned about the space between the Subframe connectors and DS as well as a ground clearance increase (for things like speed bumps).
Brakes
-5-lug would mean new wheels, so I could go 17" and get 13" brakes and rear disk, but that would mean replacing current 31 spline axles. Worthwhile? Or save about $1500 and do Interceptor Crown Vic disk brakes on current 4-lug equipment?
It just depends on what you want to do. For the best braking, you will need to upgrade to five lug. You also get the better hub and spindle design from the SN-95, which is nice. I think you will want a 17 inch wheel, too. If it were me, and I was doing all the suspension work that you plan, I would upgrade.
Engine
-In order of priority: Oil pan with low oil sensor (possibly one designed for cooling)/ Dual sump oil pump (explorer one from crate motor is single), Coil (never changed), Adjustable Fuel Pressure Regulator, Underdrive pullies, Phenolic Spacer? If budget allows: higher compression 347 stroker on a new block with current heads worked with aftermarket roller rockers. I would expect 40-50 hp from displacement, 10-15 hp from compression 15-20 hp from tune and pullies, 10-15? from the head work and exhaust, so an average estimate at about 80HP extra. This would certainly add low end torque (displacement alone) for the launch, bringing a car that is capable of 12s now (13.1 before a few mods, before I fixed wheel hop and had crappy tires) into either the 11s or at least a steady 12.0##. Moving weight to the rear, removing some weight, and suspension upgrades (LCA) should help too. (Reminder: This is the last priority of the budget and not where I'm looking for the most advice)
Air Conditioning, Aftermarket/OEM style?
You seem to have a lot of concern regarding exhaust clearance. If that is the case, do not use long tube headers. Their performance gain will be marginal for the amount of headache they will cause you. If you use shortys with a good quality x-pipe and catback, you will not have any issues with the exhaust. Nothing should get in the way of the subframe connectors. The chassis has big, honkin provisions for mufflers so why try to squeeze them behind the axle?
PwnedYour in-depth knowledge is impressive... in fact, I wonder why you've bothered asking any questions since you seem to know everything anyways. This seems more like a *look at me* thread than an honest discussion about assisting you in your build plans...
The dyno numbers I've seen are significantly higher for long tubes, I figure the large flanges on the flowtechs and their design are why it's such an issue. I'm hoping others have had better experiences with other brands, I scrape all the time...
Dyno Results (and a good read): book link
The current mufflers would be the lowest object after changing the headers, and I'm trying to have as much ground clearance as possible, so I can lower the car a little with no negative effects. Humor me here, I know this is a little out of the ordinary.
This is looking better in terms of organization.
Longtubes have their place on a stroker engine with big heads and cam as well as on modular engines, but not on a small displacement pushrod engine. They are a waste of money if you ask me. You are trying to squeeze evey ounce of power out of your engine, so I can see why you want them, but they only cause problems in terms of fitment and maintenance on other components.
Also, if you are using ball and socket exhaust connections, you should be able to get the mufflers to sit higher than the lowest point of the longtubes.