viewtopic.php?f=1&t=73317
xrwagon":11jq2o1s said:
Thank you, now the other issue, how to go faster.
xrwagon":11jq2o1s said:
Ok so my 2V head on my 200 isn’t working out as good as i thought, we didn’t shave the head due to going supercharged, i have brought a manifold etc, but by the time i do it, i may as well do custom pistons. For now though a 250 2V head on my 68 200 has lost to much comp, its been breathed on, the manifold has been heavily modified, the pipes modified again, and I’ve gone 1 tenth quicker in the 1/8th mile and maybe 2 tenths in the 1/4, couldn’t pull the skin off a bowl of custard. Im pulling the had off Sunday and going to have it shaved, i have adjustable rocker gear etc, i need to measure piston to deck height, but from memory the head cc’ed at 54 or 52, a 200 stock comp is 9.2.1 with a steel shim head gasket, which i had on last log head but it got damaged. So will have the thick head gasket. Im thinking a 60thou shave. Next bottom end will be a 250, and thats only due to more parts availability and crossflow Ford compatibility, theres not much space for the pulleys etc, all has to be a one off on a 200. If i have the funds I’m going to whack a solid cam in, i have a manual and 3.5’s.
Its okay. Well, not the going slower part, but you're stuck between new priorities, a normal place to be when using kick ar$e great gear on a stock engine. Its now more badly matched than a street 1970 Boss 429...its got all the great gear but parts of it are so down tuned, not of the bad bits are getting a chance to 'act up'. You know, "when I'm good I'm very good, but when I'm bad, I'm better..." theres no outlet for Marilyn Monroe to missbehave without some better acting conditions.
Principally, seven things are no happening.
Firstly, 1.The size of the huge 42.5 mm diameter intake ports takes the gas speed down, and any modification to the 2V intake will hurt its peak power potential. Grinding out intakes and smoothening them out is always the wrong move for a 3.3. The intake must have microtexture to keep fuel in suspension, and the stock Ford alloy casting is poor, and prone to leaking. Those things rob some of the mid range power between gear changes. 2-bbl Holleys are a little harder to set up, its common for them to need a flush out and extra attention, especially setting up the accelerator pump. The valve gear needs to be spot on with perfect lash and bleed down, DUI needs certain things(im sure its close though if one our our forum experts has been helping), and if compression is down, the extra 50 hp potential is being partly lost.
The power is hiding in
2. the stock cam (which worked better with the former heads moderate air flow and compression ratio, so you are now really undercammedand very under compressed without the extra compression from another 8 cc's of chamber. You can carry 11:1 with that cam and head, go down to a 40 cc chamber.But when you go supercharged, you'll then want the 60 cc chamber volume).
3. the intake changes,
4. the carb,
5. the ignition timing, and
6. some time might need to be spent checking the status of the timing chain, and its effect on the cam timing. 47 years does that...
7.You've possibly lost a little scavenging on the exhaust changes.
You'll get there.
And to show you there are no hard feelings, you can contact me on the spawn of balzebub, um, facebook...
https://www.facebook.com/profile.php?id=100009639076135
There. You forced me to the dark side, Azza. PM me on
ucp.php?i=pm&mode=compose&u=130, and I'll putcha on my friends list.
Yoo nasty....