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Old 06-04-2019, 01:09 PM   #29
sixty9fordkiller
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Because with a thinner head gasket, you'll have a tighter quench area and more timing. You just have to make sure you have the PTV clearance.



For sure. You're at 11.5:1 CR aren't you Fordkiller?
yessir!

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Old 06-04-2019, 01:14 PM   #30
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Would've gone higher but i wanted a good street/track balance

91/E85


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Old 06-09-2019, 10:50 AM   #31
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Chapter 4 - Race Ready - Suspension and Traction

The next step in the journey was to get the power to the ground. With the myriad of suspension upgrades available, I chose Pegasus and BMR. I had no concern for NVH, so I went with the solid aluminum cradle bushings from Pegasus. These alone made the car feel way more sure of itself with respect to handling and acceleration. They are good looking pieces.

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Next, I got some trailing arms and toe rods from BMR, with polyurethane bushings for the arms. Here is a side by side comparison of the OEM toe rod and the piece from BMR. Way stronger looking!

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Getting the OEM trailing arm bushing out of the spindle was not complicated, just a little tedious. I used a puller that I bought at Autozone and modified a little to push the bushing out. After it was out, the poly BMR bushing went in with a hammer. Here was my puller

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Here are all 3 parts installed.

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Here is the link to the DIY write-up that I made for getting the OEM cradle bushings out.

https://www.camaro5.com/forums/showthread.php?t=540578

For the alignment, I sought the specs from a forum member named Justice Pete. I took these specs to my local Firestone, and the best they could get was -.4 camber and .12 toe IN on each side. The toe was exactly where I wanted it to be, however I was hoping for a little closer to zero on the camber. After I added the camber bolts from BMR, they were able to get the negative camber all the way to -.1 on both sides. This was what I was looking for, to put as much rubber as possible to the ground when the car squats on the launch.

So about that burnout... Hurst Line Lock it was!

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The first line lock I received had a faulty solenoid. After speaking with Hurst on the phone, they immediately sent me a replacement and didn't require me to send the faulty one back. I called a buddy over and we put it in. We used the connectors and wiring that came with the kit, but also used heat shrink for the connectors.

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We spliced into one of the empty fuse spots in the fuse box, and ran the wires through the firewall and inside the center console.

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Finally, I removed the front sway bar. Easy, needless weight off the nose, along with open headers with dumps, and the slightly lighter wheels, got my weight down to 3,765 lbs without driver.

I was ready to take things to Beech Bend Raceway in Bowling Green, KY, for a 1/4 mile run at Test and Tune. It was one of the last weekends they were open for the season. I made several passes, one against a modified newer Charger, and a black Mustang. I got annihilated by a blown, white 2015 Mustang.

Here is the pass with the Charger:


Here is the pass with the black Mustang:


So not being able to find the slip for the Charger, only the black Mustang and my first pass against the blown Mustang, I will post these 2 slips up. I was pleased with the results, and the 60' times were strong.

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And so, with the season wrapping up, I went home exhilarated, however I was hungry for the 10 second range. I knew that I couldn't have expected any better from a cam only 5th gen with minimal weight reduction, but I also knew it was time to get back to the drawing board and dive into research again to figure out where to go from here!
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The 11.079 pass: https://youtu.be/pz27Zq54t_E
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Last edited by Chris49066SS; 06-09-2019 at 11:25 AM.
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Old 06-29-2019, 10:50 PM   #32
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Chapter 5 - Off-Season Research and Planning

Previously, I had managed to put up a best of 11.320@120.34mph in November of 2018. Now it was time to hit the books, and research winning combos and decide my course of action and end goals for the build. I was still torn between the idea of a max effort NA and a Whipple route. I knew I didn't have the proper cam or supporting mods for a positive displacement supercharger. I needed to pause, and knock out a few general supporting mods.

First, I wanted a catch can. After looking at multiple names such as Mighty Mouse, Rx, Elite Engineering, and Norris Motorsports, I chose the Norris Motorsports catch can. I liked the interior design and the way it worked, from oil separation, maintenance, to looks and cost. It made perfect sense, so I ordered one, and the install was as easy as could be.

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Next, I wanted to shed the 18" wheels and NTO5Rs in favor of a smaller diameter wheel. Race Star 17x10.5 polished wheels were what I decided on, with a 305/45/17 Mickey Thompson Street S/S tire. This would be an affordable way to get some more sidewall for the launch, going down to a 27.9" tire as opposed to a 28.8" tire, and give it a more aggressive and competitive look. I placed my order, and I stared in disbelief upon opening the boxes...

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The exact same thing happened again! Completely different vendor and wheel, and the good ol mismatched rim debacle returned to get me a second time, as it had with my 18"s. The vendor quickly corrected the issue and upon receiving my replacement, I took them to my local Firestone to get the tires mounted to the wheel. They even balanced the wheels with inner weights, with zero issues.

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I had decided at this point that I wanted to make use of my existing mods and go a completely different route than originally planned. I wanted a centri blower setup that lived above 7k rpm. To do this, I knew I could keep my SS4 camshaft, as it would work well with a centrifugal supercharger. My concerns were first the trunnions on the stock rocker arms, and the limitations of the stock intake manifold. The heads would eventually have to be addressed, as well as lifter choice, solid/vs hollow stem valves, the timing chain, the FUEL SYSTEM, but it could all wait. So, then, which manifold?? So many choices...
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Old 06-30-2019, 05:36 PM   #33
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I had been running open headers for 2 months; one of the off-road connectors came loose when I went over a speed bump.
I canít keep my npp hooked to the LTs every bump I hit they fall I just gave up and have been running open headers lol
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Old 06-30-2019, 06:08 PM   #34
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I canít keep my npp hooked to the LTs every bump I hit they fall I just gave up and have been running open headers lol
Nice lol. You should do turndowns. They tuned mine for open headers with 9" long turndowns Friday
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Old 06-30-2019, 11:21 PM   #35
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Nice lol. You should do turndowns. They tuned mine for open headers with 9" long turndowns Friday
I had been looking at the cutouts or diverters but I canít justify the price never thought about turn downs
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Old 07-01-2019, 10:06 AM   #36
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I had been looking at the cutouts or diverters but I canít justify the price never thought about turn downs
A set of turndowns are $30 from jegs, and thats a nice bit of static weight reduction, all depending on your catback setup.
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Old 07-01-2019, 02:26 PM   #37
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A set of turndowns are $30 from jegs, and thats a nice bit of static weight reduction, all depending on your catback setup.
Iím still rockin with the NPP my muffler shop said they could do the turn down for 45 bucks
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Old 09-05-2019, 12:21 AM   #38
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Chapter 6 - Intake, Exhaust, and Valvetrain

In May, I was driving home and heard a clinkety clink. Pulling over immediately, I saw that a weld had broken on my TSP 1 7/8" passenger header. I drove it the remaining 2 miles home and woefully posted my dilemma, and a few good chaps here told me to get ahold of TSP right away, so I did. I got a new set of 2" long tubes with a 25% discount! Then I had them sent to JetHot for a ceramic coat!

Out with the old...
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And in with the new...
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So that spring also came the group buy announced by LOD Speedworks for 5 interested in their X-1 intake manifold. At a discounted price of $1250 shipped! I was the first one to jump on it, then we managed to get 4 others, and it was on! I had decided that I was going to go for a centri setup and that this was the perfect manifold to pair a Procharger F1-X with, as I had not seen anyone with the combo, I wanted to be the guinea pig, even if I will likely get beaten to that end state. I also nabbed up a CHE trunnion kit. Cheap insurance, especially considering the operating range that the LOD was going to demand.

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Thus, the Fab 5 , as we were, were awaiting our manifolds. After some delays in production with machining issues and floods in Houston, I finally received my X-1 just a day or two before my dyno day at GPI!

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I headed down to Arkansas to GPI to drop everything off and let them work their magic, and came back down a few days later to see it on the dyno.



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With LOD X-1 intake
483rwhp@7600rpm
407 ft/lbs@4900rpm

Baseline
471rwhp@6400rpm
429 ft/lbs@5200rpm

I gained 12rwhp and lost 22 ft/lbs. I am looking more at the curve and the powerband. It pulls strong and you can see this manifold just eats and eats. I need a 102mm throttle body though, for starters, look into port matching to a set of LS3 heads, and just to complete the build.

The shift points are now 7400rpm for the 1-2 shift, the 2-3, and 7600 on the 3-4 shift. Ben raised those quite a bit up from 7k, which they were at. On shifts it usually will go down to 6200.

So far, the butt Dyno is happy and it's pulling harder than before. Here are a few short inside the car videos.

The first is a soft launch 0-75mph



The second is from 20 to 80 miles per hour.


The third video is from 48 to 94 miles per hour. If you look at the tach you will see it shoot all the way up to 7700 RPM! I let off just before the converter started to lock up.



Track results:

My baseline for this was my previous best from last November. I was able to dig up my old time slip to do a side-by-side comparison.

DA for the November run was 592 ft

DA for tonight's run was 2035 ft

On the left is the November run, on the right is tonight's.

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When I calculated the corrected times, the run from tonight beat the old one, and still hitting those 1.5x 60' times. So even though I lost 22 ft/lbs of torque, it really didn't affect 60' times. Below are the actual times, A being the November run, and B being the July run:

A. 11.320 @ 120.34mph with a DA of 592 ft
B. 11.415 @ 119.61mph with a DA of 2,035 ft

The corrected figures are as follows, AX being the November run, and BX being the July run, and reflecting a better run when adjusting for DA:

AX- 11.335 @ 120.353 MPH
BX- 11.249 @ 121.522 MPH



I ran the tires at 25 psi and launched at about 1700 rpm, nothing crazy, the converter was happy. We'll see how things go this fall when it cools off and DA is better, see you at the track!
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11.079 @ 122.99mph
The 11.079 pass: https://youtu.be/pz27Zq54t_E
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Old 09-05-2019, 03:13 PM   #39
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Man she is eating! Good stuff.
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Old 09-05-2019, 09:02 PM   #40
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Man she is eating! Good stuff.
Thank you!
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Old 09-25-2019, 11:14 PM   #41
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Awesome stuff you got there.
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Old 09-26-2019, 04:37 AM   #42
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Awesome stuff you got there.
Thanks very much!
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