So I GOT A 9" converter now

56Tbird wrote:

richter69 wrote:There is a lot to um, all the power in the world if the converter is off it will be a turd...............

You got that right...I'm thinking about trying a different one in mine,it feels like a turd off the line.The one in it came out of Keown's truck, it's about 600lbs. heavier than my car. Maybe a convertor will pick it up??

put a new flywheel on that starter eat'n sob while your at it.......... all the power in the world aint worth shit if it wont start.

then you cant do a burnout.......

cool40 wrote:

56Tbird wrote:

richter69 wrote:There is a lot to um, all the power in the world if the converter is off it will be a turd...............

You got that right...I'm thinking about trying a different one in mine,it feels like a turd off the line.The one in it came out of Keown's truck, it's about 600lbs. heavier than my car. Maybe a convertor will pick it up??

put a new flywheel on that starter eat'n sob while your at it.......... all the power in the world aint worth shit if it wont start.

wasted all my cash on a junk used one..it'll start now after changing ignition boxes and straightening the crank and complete rebuild

Bump for a good deal

update

ive got a 9.5" deal i can send you if you want to try ..... it went 4000 on my eddie deal n/a

Thanks for the offer Nick , but I am going to run it this weekend and see what it does after doing some chassis tuning and kenny will adjust on it. I am about ready to put it up for the winter and aint changing it again.

Got in the 4 second club finally less than ideal pass, band aided up the wheelie bars and tightened the front struts. It got on the left wheelie bar hard but still made a dart to the right , the anti roll shaft has some slack in it , I can make excuses all day lol bottom line it ran a 4 with no google gas and I am happy.

congrats Randy ...thats a long time comming !!!!

finnaly caught the unicorn...... congrats.

when the summer heat rolls around you'll be looking at the back of those power adder cars though..........not doggin your program but if you want to be the top of the heap in that dixie deal you know what needs to happen........ n/a is overrated.........


and KY jelly still is the man, so dont take my comments the wrong way..........

I am not takin your comments the wrong way jon , but i got timing pulled out and tied the shocks and struts down so i could get ahold of the track. I have just ran into suspension issues since getting the converter closer. It will run low 80's in the heat if leaned on. I dont have nothing against nos i just dont need it .

Congrats Randy Having a Mustang that will run in the fours on nothing but motor is very good Long time coming and you are certainly deserving of an "ATTABOY"

Uncle Charlie

now you can hang it up for the year and do some hunt'n! what fuel?

Thanks guys, lee it was about 30-40 % m 5 , full dose of m5 and Q16 did not do as good track went away a little after the sun got off it.

KY JELLY wrote:Thanks guys, lee it was about 30-40 % m 5 , full dose of m5 and Q16 did not do as good track went away a little after the sun got off it.

when you get the chassis tuned in you'll be all over the 4.89 index.

KY JELLY wrote:Thanks guys, lee it was about 30-40 % m 5 , full dose of m5 and Q16 did not do as good track went away a little after the sun got off it.

Good job Randy,we're proud of ya brother.

KY JELLY wrote:Got in the 4 second club...........

Nice job Randy.

Oh hell yes, that is getting it done.

Congrats Randy! That is flying.

We made a suspension adjustment after having all winter to think about what the problem was and thought i would share . I started out not changing anything and as last year it blew the tires off right after the hit when we leaned on it.
To make a long story short i finally noticed replaying the videos frame by frame the suspesion was not hitting the tires hard at all after putting the c head engine in. I was thinking going from the p-51 engine to the c head engine this suspension is going to have to be calmed down.
What really happened is the extra weight of the c heads was above the center of gravity and anti squat line or what ever you call it and in turn was causing the suspension to squat instead of seperate. The p 51 heads also make so much torque at a lower rpm this had to weigh in on having to have the 4 link ic out so far with them to calm the car down .
So i moved the ic back a little for test n tune the other night and thats what it wanted and needs a little more it ran a 5.03 and 5.02 on plain methanol .

damn that 60' looked lethargic !!!! turn up the wick in the thing boy !!!

What was the 60ft on the 5.03 & 5.02 passes? Where did the shortened I/C end up at? How tight/loose is the rear shock extension & compression?

The 60 was 1.10 , i am not sure about the ic now have not mapped it out but was if i remember correctly 98" out and 2" high before i moved the top bars down one hole in the front. The shocks are on full loose now adjusted between passes so i plan on moving the top bars down another hole and setting the extension on mid setting to start with. The compression is on 6 half tight.

I felt like an idiot for not noticing it was not seperating i was focused on the wheelie bars causing the problem. If i put it on a full dose of m-5 or q16 it will pick up 2-3 mph and some 60 with the m-5 that should put it pretty solid in the 4's.

I just found it interesting how that weight ( c heads , drysump tank and pump ) effected the way the car acted. I figured the extra power would make up for the weight , but by watching it in slow motion it looks like it just rocks it back and squats the suspension more.

The old I/C being that long & low is probably why you were able to run the shock extension valving so super loose. And moving even a small amount of front weight around on a car can have some surprising results. Put a car on scales & take something small like a quart of oil & place it at various spots on the front of the car (or anywhere on the car for that matter) and look at the results. Adding/removing just a few pounds (like way out on the nose) can be an eye opener. Some guys run a little bigger front fuel cell than what they actually need to make a pass so they can ad/remove extra fuel volume to use it as adjustable nose ballast.

If the bottom 4-link bars are level with the ground, (or slightly downhill at the front), and the shock valving set/kept at about 1/2 it's range, then making a number of different I/C length changes at the track using just the top bar could give you some good "A-B-C" testing results to work from.