369 Holiday Project

I have been tinkering with the 369 engine in my car since our last endurance race back in August. We did a 4 hour race on a tighter track than we normally run on. We got a reasonable result running as high as 3rd and finishing 6th. Fuel strategy saw us drop from 3rd to 6th as we were just short of being able to run one stop for the race.

I was inspired after the race to add another 50 - 100hp to the cars top end after finding it just a little short on urge from 5000rpm on to dispatch GT3's and boosted Mitsubishi Evolutions down the shorter straights on the track.

We had been running out of the box Edelbrock Victor Junior cylinder heads, an unported or port matched Edelbrock Victor Junior manifold and a 650 Mighty Demon carb. Compression with this combo was 10.4 and we were running high octane unleaded fuel (our 98 octane probably same as your 95?).

The Victor Junior heads were removed and flowed prior to making any changes. Edelbrock claim these heads flow around 290 - 295cfm as supplied. We found mine were actually flowing around 260cfm so well down on factory numbers. These were then fully ported and fitted with 2.08 Ferrea valves. Heads then flowed 312cfm on the inlet at .600" lift and 220cfm on the exhausts at the same lift.

We then flowed the heads with the Victor Junior manifold fitted. This dropped the cyl head flow from 312 back to 250cfm. An easy port was ported in the manifold and this brought flow up to 285cfm. At this point we decided to swap manifolds due ti the effort required to get the Victor Junior to flow the numbers we were looking for. We selected an Edelbrock Super Victor manifold which had a bigger runner size allowing the sorts of port taper that we were looking for after the ports were matched to the heads. While I would normally consider the Super Victor to be a drag race manifold not suited to the circuit there is an interesting twist here when it comes to big cube 8.2" deck smallblock Fords. This is evidenced when you compare a 351 Victor Junior manifold runner cross section of 2.7" with the 302 manifolds 2.1". Funny thing that the 302 Super Victor has a runner cross section of 2.7". Given I am running 369 cubes the Super Victor for the 8.2" deck engine is the equivalent of the Victor Junior for the 9.5" deck engine.

The compression was also bumped up from 10.4 to 11.5 and I am swapping to running Avgas. To make the most of the better breathing I have sold the Mighty Demon and fited a Q750 Quickfuel carb. On a positive note with this carb, it required absolutely no adjustment to fire the engine and have it idle perfectly. This is a first for me on a race engine with a long duration solid roller cam so hats off to Quickfuel for thier calibration efforts. I will be very interested to see how that pans out across the fuel curve when we hit the dyno in the next week or so.

Shot of new top end configuration with ported heads, Super Victor manifold and 750 Quickfuel carb:

http://i427.photobucket.com/albums/pp355/NZGTRA/IMG_3138_zps2c4fb85e.jpg

The previous combo peaked at 466 RWHP around 6300 rpm. Will be going back to same dyno to set up the new combo and will post results when I have these. Should be a bunch of fun on the track as we have also gone to 3.89 ratio rear end as my local track has had a chicane put in on the back straight to slow the cars down. At the last big meeting there some late 60's/early 70's muscle cars were running 300kph down the back straight (all fitted with NASCAR engines)!!

Kel.

Kel,
Thanks for the update. I'll be really interested in the curves before and after. Thanks also for the photo. That is one serious engine bay. I remain in awe of that header setup.

Have you had any issue with the header longevity with them being wrapped? Are they internally thermally coated? I also noticed you have the upper frame rail wrapped. What prompted that? Does the header wrapping do anything for the cockpit temps?

Hope you had a great Christmas and that you have a great New Year as well!

Mike

Kel,
Thanks for the update. I'll be really interested in the curves before and after. Thanks also for the photo. That is one serious engine bay. I remain in awe of that header setup.

Have you had any issue with the header longevity with them being wrapped? Are they internally thermally coated? I also noticed you have the upper frame rail wrapped. What prompted that? Does the header wrapping do anything for the cockpit temps?

Hope you had a great Christmas and that you have a great New Year as well!

Mike

Hi Mike, no issues with the headers as yet. I had them coated after a first run up to operating temperature. I run the header wrap as well around the back of the engine to cut radiated heat on other components. I agree that the header wrap can affect header life and the coater was not keen on me doing this. However as I explained to him the coating alone simply does not cut the mustard.

I have wrapped the frame rail to reduce the impact of radiated heat on the wiring that runs down the frame rail. A couple of the header tubes are within an inch or so of the frame rail so the insulation would have melted off the wiring when the car is sitting still at race temperature.

The car is not to hot inside Mike. We do not have the same ambient temps here to race in that you get in the US. We run a cooling vent to the driver and run drink bottles in the car and that works OK for us.

Kel.

Finished up long day on dyno today. Power up from 466hp at wheels to 515 (602hp at flywheel) with mods as described above. No loss of torque down low, actually up slightly even with runs starting from 2500rpm.

http://i427.photobucket.com/albums/pp355/NZGTRA/IMG_3139_zps454ab88e.jpg

Following graph is with rev limit of 6300rpm. More power now at both bottom end and top end. Peaked at 580hp at flywheel. Both runs were to same rpm but on different graph scales so hence different rpm plots when overlayed.

http://i427.photobucket.com/albums/pp355/NZGTRA/IMG_3140_zps9ab12d3e.jpg
Following graph is peak power run with rev limit of 6700rpm. Peaked at 602hp at flywheel.
http://i427.photobucket.com/albums/pp355/NZGTRA/IMG_3142_zps6369f59b.jpg


Kel.

That's fantastic. Any side shots with those wheels on it? Did you fabricate that catch can? It's huge.

That's fantastic. Any side shots with those wheels on it? Did you fabricate that catch can? It's huge.

Side shot below Brian. These are "Work NZ" wheels (seem to be a copy of the expensive "Work - Meister" Japanese wheels). I am using 18" x 10" s all round on the car now. Wheels were not expensive. The car attracts a lot of attention now with these wheels on.

http://i427.photobucket.com/albums/pp355/NZGTRA/IMG_3143_zpsebec9f99.jpg

Catch can is a Petersen unit. We have to run a 2 liter catch can here for larger displacement engines. I have mine set up with 2 x -10 breather lines going into the can and with a -8 line draining off the bottom of the can back into the sump. This has worked very well todate with little oil use/loss over 6 hour races. If I did the fabricating again I would use -12 lines off the engine and would remote locate the breather filter with a catch tray around it. Mine sits over the exhaust and in particular track conditions the odd drip of oil comes off the filter and drops onto the exhaust.

Yes, pretty happy with outcome on the engine improvements. I have now achieved what I had set out to extract from the engine for what we are using the car for. More power could be easily squeezed out of the engine but that would require more rpm to the detriment of longevity for endurance use so future devlopement will focus on aero's and suspension.

I have just picked up a 2 stage cooler pump for the diff so with this fitted with gearbox and diff coolers I can make the diffuser much more efficient by closing in the drive tunnel on the car. The development time spent on those areas will no doubt make me even more popular on the home front!!

Kel.

Nice work!

I briefly ran my GTS at 520RWHP. I think maybe 2 races and one weekend. Felt the chassis was not enjoying all that power. Will be interested to see if you feel the chassis needs reinforcement or not and if you start breaking more parts. All I need to do is install a 650cfm carb (up from the 390cfm currently) and I pick up 100hp. So, Kel you might make me jealous enough that I have no choice :-)

I will tell you that the 997's are in for it with your new power. Dan and I were monsters the weekend we turned her loose.

Nice work!

I briefly ran my GTS at 520RWHP. I think maybe 2 races and one weekend. Felt the chassis was not enjoying all that power. Will be interested to see if you feel the chassis needs reinforcement or not and if you start breaking more parts. All I need to do is install a 650cfm carb (up from the 390cfm currently) and I pick up 100hp. So, Kel you might make me jealous enough that I have no choice :-)

I will tell you that the 997's are in for it with your new power. Dan and I were monsters the weekend we turned her loose.

Yes will be interesting to see how the reliability pans out. We will only be turning the engine 200 - 300 rpm higher than previously in endurance trim so that shouldnt be an issue. I suspect the trans will always be the biggest challenge (synchros and 3rd gear breakage). I now have a 2 stage cooler pump so will plumb this for the trans and diff.

Not sure the chassis will be as much of an issue for me compared to your car Brian. We are doing most of our miles on DOT's so not the same lateral or traction loads as with your large slicks. I do have some 280/680/18 slicks on the car to try now though so will be interested to see how the car feels on those.

Would love to see your car run at Daytona with the 650 carb fited Brian. That would really give the NASCAR type cars and the Vipers something to think about.....!!

Will keep you posted on how lap times go with increased power. May be a quiet year on the racing front as we are contemplating a road trip in the States possibly during the endurance season over here. Will see how it pans out. In the meantime, put your hammer down for a wile, dust off that 650 carb and go Viper hunting.........

Kel.

Kel,
If you work out the trip, we'd like to hook up if it isn't out of your way and you have the time. Just NW of Houston. Tom (Cobrafang) is just outside of Augusta, GA, his car has Kelinator headers and exhaust on his 347. If you're all booked up, no problem. One of these days we might all be fleeing to Kiwi country to get away from the useless idiots in charge here!

Mike

Do let us know if you're going to be in the states.

Kel,
If you work out the trip, we'd like to hook up if it isn't out of your way and you have the time. Just NW of Houston. Tom (Cobrafang) is just outside of Augusta, GA, his car has Kelinator headers and exhaust on his 347. If you're all booked up, no problem. One of these days we might all be fleeing to Kiwi country to get away from the useless idiots in charge here!

Mike

Thanks Mike appreciate that, we have been perusing the "Road Trips USA" guide and have not yet decided what route we might take. Will let you know when things firm up.

Kel.

Do let us know if you're going to be in the states.

Will do Brian.

Kel.

Is someone out there offering cross-over headers for the GTS? That NZ set-up looks to be very nice.

No... Kel made those himself.

Is someone out there offering cross-over headers for the GTS? That NZ set-up looks to be very nice.

Thanks, but no these were a custom set that I knocked up myself. I looked at buying a set of GTS Hedman headers but could not justify the additional cost of freight etc out to New Zealand at the time.

I have always used exhaust tuning to assist with achieving the desired power spread as well so this was another factor in building a custom setup.

If you chose to go down this route it will take between 40 - 80 hours to fabricate depending on experience level and tooling that you have available. I used a set of fabricated header plates that had the first 2" of primary already welded in. I highly recommend that as it saves lots of time and gives you a great base to work from. I also recommend TIG welding the headers if possible. Relatively easy and produces great results. Finally if you build a set have them coated as this will prolong the headers life........I am in no hurry to build a new set!!

Happy to supply the mathematical calculations I used for my set if you head down this path.

Kel.

Thanks for your response Kel.
Regrettably with my skill sets, to attempt such a project would be foolhardy. I recently trashed my 351 and have decided to go the opposite route from most contributors to this thread -- i.e. less displacement, not more! I'm putting the finishing touches on a high quality 302 cid motor now. I raced vintage cars (Trans Am 5 liter limit) for many years and that quick revving 302 really earned a place in my heart. My GTS is only slightly heavier than my vintage Falcon -- and I'm working on that!

Thanks for your response Kel.
Regrettably with my skill sets, to attempt such a project would be foolhardy. I recently trashed my 351 and have decided to go the opposite route from most contributors to this thread -- i.e. less displacement, not more! I'm putting the finishing touches on a high quality 302 cid motor now. I raced vintage cars (Trans Am 5 liter limit) for many years and that quick revving 302 really earned a place in my heart. My GTS is only slightly heavier than my vintage Falcon -- and I'm working on that!

I am a big fan of 5 liter engines as well. My last race car was a classic 1976 Holden Torana SS hatchback (Aussie GM) powered by a 5 liter engine. Weighed around 2800lbs and we had that running at 465rwhp at 7200rpm. They are just awesome to drive in the 5500 - 7500rpm range.

I would be interested to hear about the spec of the engine you are building. Have tried quite a few different bits and combos on the route to getting to the current 515rwhp with the 369 cube combo so always good to learn more.

Kel.

Hi Kel,

I'm familiar with the Holden, and the Holden vs. Falcon wars that continue to this day. I rarely miss an Australian V8 Supercar race on TV and plan to be in Austin TX this May when they come to the US for the first time. The DTM and V8 Supercar drivers are the best in the world! My GTS will soon have a down-under connection as the 302 intake is a Parker Funnelweb and the Ford Motorsport harmonic balancer was made in Australia!

My '64 Falcon Sprint is a true survivor that was first road raced in 1966. It's set to '65 FIA specs. with fiberglass hood, fenders, doors, deck lid and bumpers. Throw in some lexan and a million little things and it hits the scales at 2,680 pounds wet, sans driver. That 302 (with the required iron heads & flat tappet cam) put out 477 hp at the crank at 7200 rpm and it as good to 7500 rpm. I adjusted the valves every race weekend, replaced the valve springs at 20-25 hours and freshened the motor at 40-45 hours. Never a mechanical DNF.

There is no magic to my engines beyond quality parts and machine work, meticulous assembly, big compression, a custom flat tappet cam and heads matched to the cam. That said, I'll happily share anything I have -- I'll just have to find it. However, my guess is (based on the level of preparation of your car) that you're not going to learn much from me.

The 302 for the GTS nearing completion and I expect only slightly higher HP and a little more torque mostly from it's aluminum heads and Parker manifold. I'm sticking with a flat tappet cam of similar design to the Falcon. I'm also ditching the -10 oil lines for -12 and will likely change the radiator / oil cooler arrangement as well. Hope to track test late next month.

Bill F.
GTS #35.
Tallahassee FL.

Thanks for your response Kel.
Regrettably with my skill sets, to attempt such a project would be foolhardy. I recently trashed my 351 and have decided to go the opposite route from most contributors to this thread -- i.e. less displacement, not more! I'm putting the finishing touches on a high quality 302 cid motor now. I raced vintage cars (Trans Am 5 liter limit) for many years and that quick revving 302 really earned a place in my heart. My GTS is only slightly heavier than my vintage Falcon -- and I'm working on that!


FYI- I am planning on crossing over my headers as well (with the bigger motor), but I am going to cheat. I plan on using these: http://www.schoenfeldheaders.com/fordcrossover1.htm I am going to cut the header that "crosses over" right through the final bend before the collector, and then weld in the proper radius/bends to move the collector where I need it. I've done more complicated header mods. This shouldn't be too difficult.

Tallahassee? Cool, now I know of (at least) three of us racing in Florida. Hope to meet up with ya at the track one day. I hope Brian G doesn't show up with the yellow bullet. It would be humiliating to get spanked my first time out. :grinyes:

The car has moved to Maine. Currently buried under snow. It wont show up in Florida except the occasional Winterfest or something similar. You will be fine. Thanks!!!!

:-)

Hi Kel,

I'm familiar with the Holden, and the Holden vs. Falcon wars that continue to this day. I rarely miss an Australian V8 Supercar race on TV and plan to be in Austin TX this May when they come to the US for the first time. The DTM and V8 Supercar drivers are the best in the world! My GTS will soon have a down-under connection as the 302 intake is a Parker Funnelweb and the Ford Motorsport harmonic balancer was made in Australia!

My '64 Falcon Sprint is a true survivor that was first road raced in 1966. It's set to '65 FIA specs. with fiberglass hood, fenders, doors, deck lid and bumpers. Throw in some lexan and a million little things and it hits the scales at 2,680 pounds wet, sans driver. That 302 (with the required iron heads & flat tappet cam) put out 477 hp at the crank at 7200 rpm and it as good to 7500 rpm. I adjusted the valves every race weekend, replaced the valve springs at 20-25 hours and freshened the motor at 40-45 hours. Never a mechanical DNF.

There is no magic to my engines beyond quality parts and machine work, meticulous assembly, big compression, a custom flat tappet cam and heads matched to the cam. That said, I'll happily share anything I have -- I'll just have to find it. However, my guess is (based on the level of preparation of your car) that you're not going to learn much from me.

The 302 for the GTS nearing completion and I expect only slightly higher HP and a little more torque mostly from it's aluminum heads and Parker manifold. I'm sticking with a flat tappet cam of similar design to the Falcon. I'm also ditching the -10 oil lines for -12 and will likely change the radiator / oil cooler arrangement as well. Hope to track test late next month.

Bill F.
GTS #35.
Tallahassee FL.

Yes the Ford Holden thing is still very strong. Not sure if you are aware that Supercars have Mercedes and Nissan joining the fray for the coming season Bill. I am really looking forward to seeing how the cammer V8's go against the now well developed pushrods. The Mercedes team is based around Stone Brother Racing who are owned by 2 Kiwi brothers. They have been very sucessful so I expect Mercedes to do well.

Your Falcon sounds like a very cool car with a great pedigree. There are a couple of race classes over here that you would really enjoy that the Falcon would fit right in with. Muscle car racing is very strong over here these days although the cars are getting crazily fast and not so "period". Lots of NASCAR engines being fitted to early Mustangs, HQ Holdens and Camaros. Hence speeds up to 300kph.........

I looked at a Parker Funnel web for my 369, I think the design is very very good. Only reason I did not go down that path was need to import one and the additional height which would have made fitting the cold air system an issue. Quality of the knock offs is also a potential issue from what I have read although I am sure good prep can sort this.

I opted for a Super Victor instead but this has worked out well due my extra cubes. Hard to believe but with the Super Victor we picked up substantial torque at 2500 - 4500rpm and 5000 - 6500rpm. Biggest gains down low and up top and tapered off through 4500. I put the low end down to additional compression and better carb signal/atomisation.

What heads are you going to run on the 302 Bill? What sort of compression?

Kel.

PS - Totally agree with your approach to engine building Bill.

FYI- I am planning on crossing over my headers as well (with the bigger motor), but I am going to cheat. I plan on using these: http://www.schoenfeldheaders.com/fordcrossover1.htm I am going to cut the header that "crosses over" right through the final bend before the collector, and then weld in the proper radius/bends to move the collector where I need it. I've done more complicated header mods. This shouldn't be too difficult.

Tallahassee? Cool, now I know of (at least) three of us racing in Florida. Hope to meet up with ya at the track one day. I hope Brian G doesn't show up with the yellow bullet. It would be humiliating to get spanked my first time out. :grinyes:

The Schoey headers look very nice. I am a fan of properly designed Tri Y headers as I have had success with these before. The headers appear as though they will need a bit of work to fit into the Panoz frame though as bringing the headers together in a place where you can join and route them is the challenge. Will be interested to follow your design, progress and results.

I have been happy with the outcomes we have achieved as the crossover header has now worked very efficiently from 5.0 up to 6.0 displacement and 330 - 515rwhp. I did deliberately go long on the primaries though to assist midrange toque for endurance racing so this has helped the headers suit the variety of combos we have tried.

Have you settled on mufflers that you will use? I got some custom made in stainless due to our noise regs. If I was doing it again I would use Spintechs. Efficient, robust, great noise control, awesome note, compact and I have seen them (basic models/sizes) tame 800hp NASCAR engines here and and get to 95db with minor downturns on the exhaust tip.

Kel.

Yes the Ford Holden thing is still very strong. Not sure if you are aware that Supercars have Mercedes and Nissan joining the fray for the coming season Bill. I am really looking forward to seeing how the cammer V8's go against the now well developed pushrods. The Mercedes team is based around Stone Brother Racing who are owned by 2 Kiwi brothers. They have been very sucessful so I expect Mercedes to do well.

Your Falcon sounds like a very cool car with a great pedigree. There are a couple of race classes over here that you would really enjoy that the Falcon would fit right in with. Muscle car racing is very strong over here these days although the cars are getting crazily fast and not so "period". Lots of NASCAR engines being fitted to early Mustangs, HQ Holdens and Camaros. Hence speeds up to 300kph.........

I looked at a Parker Funnel web for my 369, I think the design is very very good. Only reason I did not go down that path was need to import one and the additional height which would have made fitting the cold air system an issue. Quality of the knock offs is also a potential issue from what I have read although I am sure good prep can sort this.

I opted for a Super Victor instead but this has worked out well due my extra cubes. Hard to believe but with the Super Victor we picked up substantial torque at 2500 - 4500rpm and 5000 - 6500rpm. Biggest gains down low and up top and tapered off through 4500. I put the low end down to additional compression and better carb signal/atomisation.

What heads are you going to run on the 302 Bill? What sort of compression?

Kel.

PS - Totally agree with your approach to engine building Bill.


Kel,

I was unaware of the addition of the cammer's to the V-8 Supercar series. Guess I'll still pull for the Falcons.

Vintage racing here in the states has migrated towards non historic cars and non period correct reproductions but there are still some sanctioning bodies that "get it". I think as the economy improves the entry specifications will tighten up again. I was approached by an Australian at the Mid-Ohio track back in the late 1990's who made me promise (over a few Fosters) that I would advertise my Falcon in Australia ("... where it would be f_____g appreciated ...") if I ever decided to part company with it. My main lesson from that chance meeting was -- Don't drink with an Australian the night before a race. Great guy, but he did "talk funny."

If I measured correctly the taller Parker manifold will just bridge the gap between the tall-deck 351 and the short-deck 302 -- so my cowl induction should line up just fine. Key words here: "If I measured correctly." The quality of the Parker's casting left a lot to be desired and added about an hour's shop tome to the port matching job.

If I remember correctly the Falcon motor came in at right around 13 to 1 compression. I'm shooting for around 12 to 1 on the Panoz. Falcon heads are World Products with serious porting, Panoz are out of the box CNC'd Ford Motorsport. I can give you the part # if you like. They look very nice.

Management (my wife) is calling me to dinner. I'm gone.

Bill F.
GTS #35
Tallahassee FL.

FYI- I am planning on crossing over my headers as well (with the bigger motor), but I am going to cheat. I plan on using these: http://www.schoenfeldheaders.com/fordcrossover1.htm I am going to cut the header that "crosses over" right through the final bend before the collector, and then weld in the proper radius/bends to move the collector where I need it. I've done more complicated header mods. This shouldn't be too difficult.

Tallahassee? Cool, now I know of (at least) three of us racing in Florida. Hope to meet up with ya at the track one day. I hope Brian G doesn't show up with the yellow bullet. It would be humiliating to get spanked my first time out. :grinyes:

Thanks for the info on crossovers and it looks like starting with the Schoenfields should shorten the project -- anything is better than a blank sheet of paper. That said, it's still a major project and kudos to you for taking it on. I'll be very interested in the outcome. Possibly you could post pix of your progress so the rest of us can be envious. For now I'll learn to love my Headman's.

Regarding track time I plan to test at Roebling Road at the end of February and again in March. After that we should be race ready and I'll find something in the SE that looks interesting. When will your car be ready? Possibly we can stay in touch off line.

That said, it's still a major project and kudos to you for taking it on. I'll be very interested in the outcome. Possibly you could post pix of your progress so the rest of us can be envious.

Thanks for the kudos. But- I personally think it's not that big of a deal. I plan on cutting through the last bend (as stated) then mounting the header itself. Afterwards, I'll hold the collector in the position i want it (probably below the upper frame rails, over the bell housing) with clamps and/or steel rods that I'll tack in place temporarily. There will be a gap where I cut it, so I will take J-bends (also available through Schoenfeld) and take "pie" sections out and fit them in the gaps. Then tack them in place, remove the assembly, and have a buddy of mine TIG them. I could MIG them, but it's uglier. I will post pics. First I have to light a fire under my engine builders butt. I am replacing the stock 302 with a 351. It's the off-season for the roundy-round guys down here, and he is busier than a skeeter in a nudist colony.

Debut date for the car will be this spring with the 302. My license has expired from my lay-off, but I should get a pass based on my previous activity/experience. Probably at the Sebring short course. IDK, but soon.

Cobrafang (Tom Duke) had a set made for his 347 powered GTRA and a subsequent set was made for Tom O'Callaghan for his 347 car. Gary Jones (Gary Jones Motorsport, Augusta area) had a fabricator make them each as one off's using the actual cars and Kel's dimensions and photos as the basis. They were pricey and then some built this way. Tried to get them to make fixtures and run a group of five sets to sell to other interested folks (like me), but it didn't pan out. Gary Jones could probably provide you info on what these cost, but as I recall it was way on the wrong side of $2K. They perform absolutely fantastically. Tom Duke is planning on running his car this year at Road America and Circuit of the Americas in SVRA events. Not sure about Tom O. Gary will be supporting Tom D. if you want to get a close look. Both his and Tom O's cars are maintained by Gary.

Mike

Cobrafang (Tom Duke) had a set made for his 347 powered GTRA and a subsequent set was made for Tom O'Callaghan for his 347 car. Gary Jones (Gary Jones Motorsport, Augusta area) had a fabricator make them each as one off's using the actual cars and Kel's dimensions and photos as the basis. They were pricey and then some built this way. Tried to get them to make fixtures and run a group of five sets to sell to other interested folks (like me), but it didn't pan out. Gary Jones could probably provide you info on what these cost, but as I recall it was way on the wrong side of $2K. They perform absolutely fantastically. Tom Duke is planning on running his car this year at Road America and Circuit of the Americas in SVRA events. Not sure about Tom O. Gary will be supporting Tom D. if you want to get a close look. Both his and Tom O's cars are maintained by Gary.

Mike

Wow, thanks Mike for the information. Looks like there's a trip to Augusta in my future. I have an SVRA license but didn't check out their "West" schedule -- what a hoot it would be to drive the COTA! Hopefully I can work that into my schedule. Thanks again.

What heads are you going to run on the 302 Bill? What sort of compression?

Kel.


Kel,
I went to my records and checked. The Falcon 302 came in at 12.8 to 1. Meanwhile (and I'll likely regret it) I've decided to hold the Panoz at 11.8 to 1 for now -- I just couldn't bring myself to shave those beautiful CNC'd aluminum heads.
Bill.

What heads are you going to run on the 302 Bill? What sort of compression?

Kel.


Kel,
I went to my records and checked. The Falcon 302 came in at 12.8 to 1. Meanwhile (and I'll likely regret it) I've decided to hold the Panoz at 11.8 to 1 for now -- I just couldn't bring myself to shave those beautiful CNC'd aluminum heads.
Bill.

Bill, I was in the same boat regards compression with the 369. Due to using 2.08 inlet valves I could not skim much off the head surfaces to increase compression.

To get up to 11.5:1 on the 369 I used .027" thick Cometic MLS gaskets. This means the quench height is tight but got me to the compression figure I needed. Cost difference between the standard .042" (?) thickness gasket and the .027" item is not much.

Laughed when I read your note on the Aussie & Fosters experience. A lot of Aussie beers give me a massive headache so not keen on hitting them prior to racing thats for sure!! He was right though, your Falcon would be a big hit in Aussie. A kiwi by the name of Jim Richards (V8 supercar star, has won Bathurst and the Australian Touring Car champs a number of times) recently competed in thier premier historic class in a Falcon Sprint. As I recall it was 289 powered and made around 505hp. Engine was built by a top Aussie pro builder. He won some rounds in that car.

If you look at doing cross over headers let me know as the dimensions may not be ideal for a high revving smaller displacement engine (primary length and diameter). I would recalculate this for you. I have learned a few things since I made mine and would improve the overall design further.

PS's - what is the part number of the CNC heads that you are using Bill? You may be right on the Funnel web height. I run an aircleaner inside my cold air system so it is a little taller than the Panoz set up I think.

Kel.