Hey guys, about a month ago I bought a 4-door 1971 Comet with the 250 mated to a c4 and running back to 3.00:1 gears. It was in really rough shape, and still is to be honest, but that's another thing.
My original plan was to cam, port, HEI ignition, 3.55's and call it a day. But then I saw a 10 second boosted 300.... then I found Kellys car. The same day that I saw her car and their setup I purchased a turbocharger. The next day the head was removed.
As it stands I think I have it all figured out, but I'm hoping you guys can shed some light on things I may be missing.
Fuel: 5 Gallon cell mounted in the engine bay, running to a 255 lph Walboro and being regulated by a mallory 4309 regulator. From here it flows to two different places, one is a line from the reg to the carb, the other line is a direct line from the pump to an injector I have mounted on my carb hat. "Just in case"
Air: Turbo, Intercooler, wastegate set at 10 psi with a boost controller for the track, blow off valve. Need I say more? This has to be the easiest engine ever to plumb the turbo into.
Ignition: Duraspark dizzy with a high output coil and a gm 5-pin HEI module since it lets me pull 5 degrees of timing just by grounding a pin. Some nice beefy plug wires, and stock copper plugs w/ a slightly larger gap.
Head mods: direct mount holley 2 bbl setup, new valve springs, new valve stem seals since they were all broken when i got it. Little bit of porting, soaked all the valves in diesel and removed 90% of the carbon, doing the same to the heads right now.
Other odds and ends: AEM afr wideband gauge, boost gauge, a set of two switches on my dash, one that retards timing and one that fires the auxilary injector. Boost check valve for the vaccuum advance and the transmission modulator...
My goal is to be able to safely run 10 psi on the street, and to run higher on the track. Its also got a lot of weight reduction going on... and some paint etc...
Am I missing anything glaringly obvious? I know I may break some parts but thy'll get replaced as it happens (forged pistons when I blow some up, eventually an aluminum head). For what its worth I'm a student, so funds are tight, but I'm trying to everything as "right" as I can, but an MSD box for timing is out of the question, and Forged pistons are on the summer "while you're making 30$ an hour" to buy list.
Some ask why build a fast 6 cylinder 4 door. I say because I already have a fast no-door and a fast v8
My original plan was to cam, port, HEI ignition, 3.55's and call it a day. But then I saw a 10 second boosted 300.... then I found Kellys car. The same day that I saw her car and their setup I purchased a turbocharger. The next day the head was removed.
As it stands I think I have it all figured out, but I'm hoping you guys can shed some light on things I may be missing.
Fuel: 5 Gallon cell mounted in the engine bay, running to a 255 lph Walboro and being regulated by a mallory 4309 regulator. From here it flows to two different places, one is a line from the reg to the carb, the other line is a direct line from the pump to an injector I have mounted on my carb hat. "Just in case"
Air: Turbo, Intercooler, wastegate set at 10 psi with a boost controller for the track, blow off valve. Need I say more? This has to be the easiest engine ever to plumb the turbo into.
Ignition: Duraspark dizzy with a high output coil and a gm 5-pin HEI module since it lets me pull 5 degrees of timing just by grounding a pin. Some nice beefy plug wires, and stock copper plugs w/ a slightly larger gap.
Head mods: direct mount holley 2 bbl setup, new valve springs, new valve stem seals since they were all broken when i got it. Little bit of porting, soaked all the valves in diesel and removed 90% of the carbon, doing the same to the heads right now.
Other odds and ends: AEM afr wideband gauge, boost gauge, a set of two switches on my dash, one that retards timing and one that fires the auxilary injector. Boost check valve for the vaccuum advance and the transmission modulator...
My goal is to be able to safely run 10 psi on the street, and to run higher on the track. Its also got a lot of weight reduction going on... and some paint etc...
Am I missing anything glaringly obvious? I know I may break some parts but thy'll get replaced as it happens (forged pistons when I blow some up, eventually an aluminum head). For what its worth I'm a student, so funds are tight, but I'm trying to everything as "right" as I can, but an MSD box for timing is out of the question, and Forged pistons are on the summer "while you're making 30$ an hour" to buy list.
Some ask why build a fast 6 cylinder 4 door. I say because I already have a fast no-door and a fast v8