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I am on an engine builders forum and many commented on the richer with more timing for even NA motors. As for meth I think every serious street strip 2V should get it, I love seeing meth heads when they come back to my shop, they are always in better shape than gas only.

To top it off there are quite a few that have found what is fastest at the track is down on HP on the dyno 9 times out of 10. Usually the car wants slightly more fuel and spark at the track than what the dyno says is the best power (and I am not the only one to comment on this)

Not that it matters much at this point but here is a good tech article on how the butted rings break the piston, see if this doesn't look like most broken 4.6 pistons out there: Icon Forged Racing Pistons

I prefer the double din radio panel of the 2001 and newer thats for sure (since I own a pair of 2000)

I can't believe you had a problem like what you are describing at that shop. They have been around for forever, I even used to work there many many many moons ago.

Meth is necessary on boosted 2V motors even running race gas if you want to get the max out of them.

Let me know in a PM what shop it was please so maybe I won't send people there if you know what I mean..................

Yup, another good test on a running motor is to pull the breather and PCV and if she is chuffing smoke like an oil coal train then a piston is broken somewhere.

You usually find the end of the ring still sitting next to the break on a piston like that. Steel rings expand when hot and when they butt up and still get hotter they will break the piston edge out of the way.

I bet a $3 bill if you look closely at the ends of the rings you will see the ring from the broken piston is shinier than the others. The stock ring gap is only around 0.010" and they will butt up fast under boost.

I am gonna take those cams and put them on a big bore NPI to see just how fast you can take one..........

Its a PI, looks like a good score.

A or C IMHO, the Explorer block will have squares cast into the valley beneath the intake.

Hardest thing to get is the subframe should one get bent in an accident. Everything is still out there if you have patience. I love mine (well when the car ran that is), but its all bushed and braced to kingdom come.

Nope, pretty much everything else is unique (arms/uprights/tie rods/subframe/axle shafts)

No worries on that, the pumpkin is exactly the same as from the 93-98 Mark VIII, tens of thousands of those are out there :nice: Rear shock design also came from the Mark/Tbird platform, most of those guys are grabbing the rear Cobra shocks for their cars.

I have both and one issue with the IRS is that parts are not exactly being made for it anymore and the joints in the uprights are not the easiest to replace when they go bad. I have stockpiled enough parts for a complete second IRS save the subframe. Ford didn't make many of them and stuff is...

You are only restricting them in the area that has near zero flow anyway (floor of the exit) This raises the velocity which is something people forget to look at (and something the Cleveland head is definitely not know for in street RPM ranges)

I have worked on many Clevelands and a couple Boss 302 (the first "Cleveland" actually) over the years. If you look at the exhaust port the floor drops and expands too fast at the exit. "Real" race Clevelands you would machine off the outer 1" or so of the head and run a 1" plate which raised...

With those cams and figuring 10lbs of boost max you should be fine for near 6500RPM. I would swap the cams and install for 110ICL, it will be a fun cheap motor.