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TBF
Tech : 1966 XR Falcon (NAVIGATION: Page 3, Page 2, Page 1, back to TBF Tech) Part 3 A special thanks to Peter for his assistance in producing this article - For further information on the conversion done to this vehicle, contact Peter via email by clicking here...
"The engine was bored 0.020" over and now used Federal Mogul hypereutectic pistons with stock dish. The crank went 010/010" under and conrods resized. Attached to the front was a Ross balancer. A Crane retro-roller cam conversion was performed. This kit allows the use of std 5.0L roller lifters and guide bars. The reduced base circle of the Crane Hydraulic roller cam means that the hyd' roller lifters do not protrude above the lifter bores in the 91’ truck block. "94’ and later 351w blocks come standard with the taller roller lifter bores and therefore can use any std base circle 5.0L roller cam. The Camshaft itself was a mild one designed to work with stock compression (8.8:1) and a heavy car. The Specs are; 212/220 @ 0.050" 274/282 112deg lobe centres and .520/.542" lift." ( Back to Index )
"Special length Crane hardened chrome moly pushrods operate Ford racing 1.6:1 roller rockers which open 2.02"/1.6" stainless Ferrea valves surrounded by Crane double valve springs with Crane retainers and machined locks. These are contained within un-ported Edelbrock Performer RPM heads. Sitting atop these is the same GT-40/93’ Cobra intake and 70mm Throttle body as before. "This time the Injectors have been replaced by Ford Racing 30lb/hr items. The entire engine was assembled using ARP bolts and studs. A 3" 304 stainless single exhaust system using mandrel bends and Genie Tornado muffler was fully Tig purge welded together including flame cut 3/8" 3 bolt flanges. ( Back to Index )
Engine
management & intake ducting.
"The problem with the "cheat" method is that the EECIV calculates load using Mass AirFlow therefore Load is now incorrectly calculated. Thus problems relating to ignition advance can occur because the EEC invariably advances the timing quicker than is actually needed…..Detonation! ( Back to Index )
"In this build I decided to try (for the first time ever) an automatic transmission. I used an AOD (Automatic Over Drive) which is used in American Fords all the way from 1979! It is a completely hydraulically operated gearbox unlike the AODE which is the electronically controlled version that came along in 92’ After some research I, along with a Friend that owns an Auto Trans shop, began building one. "After considerable beefing up of clutch packs and the use of a Transgo Shift improver kit it was installed in the car. A throttle-valve cable and bracket was fabricated using an XC C4 kickdown cable and some 3mm-sheet steel. The AOD requires a Throttle-Valve cable, which follows exactly the opening of the throttle, if it doesn’t…TROUBLE! *NOTE This car was built in a time when the "cheat" method was the only way. Fortunately this has changed with the arrival of a device known as the EEC-Tuner. This unit plugs into the J3 port on the back of the ECU and allows the modification of the original Ford calibration. I will discuss its use in a future article about my XE Falcon Ute. ( Back to Index )
On the Track - and a spot of troubleshooting. "The rear end now received a set of 3.25:1 gears and it was off to the track again. The first run achieved a 14.00 @ 105mph. The problem was the launch rpm was too low because the converter was stock. A best of 13.89 @ 108 was achieved. After driving with the AOD for some months it became obvious that it was not handling the enormous torque this engine produces. It began to slip in 3rd and 4th until eventually 4th was not useable at all. "It was decided that the cost would be too high to build the AOD to the level required. So a C4 was assembled and beefed accordingly using a small diameter flexplate and converter that achieved a stall of about 2300rpm. Once installed the transformation was immediately apparent. The launch was much better with noticeably better acceleration. "Off to the track again and the very first run netted a fantastic 12.79 @ 115mph. Subsequent runs slowed to 13.12, 13.22, etc with an average of 13.2 @ 111mph. The slow down can be attributed purely to heat soak in the engine as no cool downs were used between runs. The upper intake suffers from this quite badly and can be improved by ice bagging or spraying with iced water. "Note that all of these tests were done using practically bald Dunlop SP-8000 15x245/50ZR street radials. "Unfortunately after 13 years of ownership this car was destroyed by a dunnydoor that turned in front of me at traffic lights resulting in practically a head on collision. The damage was so great that it was not repairable. I still have the engine, which was unhurt in the crash."
R.I.P - A TRULY GREAT CAR! ( Back to Index ) For
further information on the conversion done to this vehicle,
Related Pages on www.trueblueford.com : TBF
tech, Engine
& Ancillaries Forum Discussion. (NAVIGATION: Page 3, Page 2, Page 1, back to TBF Tech)
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