Log Gets Injected

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drag-200stang
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Log Gets Injected

Post #1 by drag-200stang » Sat Sep 10, 2005 9:53 pm

Image
Here's a couple pics of the fuel injection system I'm working on for my new drag 200 turbo. I have ordered 1" shorter injectors that should make the fuel rail easier to package. As you can see in the pictures I used JB Weld on the inside of valve cover rail, as the machined pocket for the injectors break through slightly. 60 lbs./hr. is the largest I could get in a slim injector. I installed the injectors at this angle for the best shot down the port, through the valve. I'm a little concerned about the strength I may have lost by boring through the valve cover rail. The valve cover will have to notched slightly. I'm not going fuel injection to make more power, just better fuel distribution and for something different.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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XFlow_Fairlane
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Post #2 by XFlow_Fairlane » Sat Sep 10, 2005 10:03 pm

yeha your pic is the size of a gnat.

I think this is the same idea I am thnking of. put injectors directly in teh head and just mount a TB on teh log
Rule: Torque = Fun , Turbo's make Torque

drag-200stang
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Post #3 by drag-200stang » Sat Sep 10, 2005 10:08 pm

Oh-Oh! :o It wasn't like that a second ago --- I'll see if I can fix it.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

drag-200stang
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Location: Michigan

Post #4 by drag-200stang » Sat Sep 10, 2005 10:17 pm

Image
I hope this is better...darn computers! Maybe I'm in over my head with this EFI stuff!
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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XFlow_Fairlane
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Post #5 by XFlow_Fairlane » Sat Sep 10, 2005 10:19 pm

ok I was thinking of mounting them vertical (makes drilling easier) and farther up the runner.but the same basic idea. so what are you using to control it? those sound like pretty big injectors you got there (like 1000 hp worth of injector)
Rule: Torque = Fun , Turbo's make Torque

Emerald 74 4X4

Post #6 by Emerald 74 4X4 » Sun Sep 11, 2005 2:59 am

i think you weill have no choice but to get more power with those injectors..lol...EFI usualy gives you more power anyhow BECAUSE of better fuel distribution to all cylinders and better precise fuel mixture.

looks like an awesome idea though....

Linc's 200

Post #7 by Linc's 200 » Sun Sep 11, 2005 11:05 am

It is nice to see someone tackling MP EFI.

How high do you plan on boosting it to?

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Post #8 by drag-200stang » Sun Sep 11, 2005 11:26 pm

62 Fairlane,

I have a lot of things to do to get this car race ready, so the ECU will be the last thing I install since new units keep coming out all the time. The 60 lb injectors are actually only good for between 540-680hp depending on the duty cycle and how you figure hp.

Emerald 74 4 x 4,

I hope so and thanks.


Linc's,

I plan on boosting it as high as it takes to run 8.90s. I'm hoping that will be about 22-24 lbs but the turbo I have is just getting started at that pressure ratio. Hopefully, I can hold myself back and tune up to it slowly so I don't end up with a pile of junk.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

Linc's 200

Post #9 by Linc's 200 » Sun Sep 11, 2005 11:30 pm

What turbo trim do you have?

I am pushing 22 psi through an intercooler, I don't know if it will take much more than that - - - maybe if I retard the timing more, but you can lose more power by taking out too much timing to run more boost.

I am running 8.90's - - In the 1/8th! :wink:

Emerald 74 4X4

Post #10 by Emerald 74 4X4 » Mon Sep 12, 2005 1:23 am

run water or alchohol injection....if you already have not planned to....or if you are allowed to....you get AMAZING power gains....cools intake temps and keeps you from having to retard timing and lower boost pressure.

Howard

Post #11 by Howard » Mon Sep 12, 2005 3:02 pm

That is is an outstanding piece of work. Looks like a lot of setup time. How long did it take?

drag-200stang
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Post #12 by drag-200stang » Tue Sep 13, 2005 1:18 am

Linc's,
The turbo I have is a Turbonetics T66 ballbearing with a TO4P trim turbine wheel with a tangential .81AR set up for a 3.5" downpipe and a T66 compressor wheel. I truthfully think this is a bit too large. If it doesn't work, I'll downsize. I don't think our 6's need a lot of ignition timing. Just try some things and use what runs best. The Buick guys say this turbo really kicks in after 20 lbs.

Emerald 74 4 X 4,
I ran a water-alcohol injection on my draw through system. I don't plan on using it this time. It seems to work best with "pump gas" but I'll be using C16 racing gas. By using the C16, I'll have a known octane rating. Also, the way the Ford econo log exhaust is designed to heat up the intake. I think the mixture will just pick up heat. I plan on cooling the charge air with a larger ice water to air direct mount intercooler like I ran before.

Howard,
Thanks. It took about 2 hours per injector pocket. It would have been faster to drill one large hole and epoxy an injector bung in but I wanted the smallest hole on the inside of the port, so as not to disrupt air flow. I stepped the hole down as clearance allowed. Contrary to popular belief the angle of the ports are the same, just the length is different. They do snake sideways differently.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

Howard

Post #13 by Howard » Tue Sep 13, 2005 9:32 am

You guys seem to be the more serious players on the block. I'd like to bounce my plan off you and get some feedback.

I've got a 67 Mustang with a 200 and power steering. I'd rather drive it than the 3 V-8 cars in the barn.

I started dreaming about a turbo 2 years ago and came to these conclusions for a street car.

1 Upsize to a 250ci
2 Turbocharger with air -to-air intercooler
3 Throttle body injection from late model Ford V6 w/ 2V adapter
4 Mega squirt ECM
5 AOD trans
6 8" rear axle

From what I've deduced I feel that I should use forged pistons at an approximate 8:1 cr for pump gas. An adjustable wastegate will let me fiddle with boost.

What am I to do about a cam? I am reading posts saying low overlap, but what about duration ? I would like to keep the stock valvetrain.

All in all I'd be shooting for 250-300 hp at the flywheel.

Suggestions ?

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Post #14 by Funky Cricket » Tue Sep 13, 2005 3:27 pm

thats a huge turbo for this engine, prolly drag only kind of setup. but it might be what you are looking for though. nice set up. I was thinking the other day about efi on the log.. let us know how it goes.

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Post #15 by ski4evr » Fri Sep 16, 2005 11:04 am

drag-200stang

What type of injectors did you use?

Since you didn't use an injector bung:

- Did you use a special tapered drill bit to bore the holes to leave the lip for the o-ring?
- Was there enough material in the manifold to keep the fuel injector o-ring covered?


What are your plans for modifying the valve cover (if required)?

I like the work you've done and I've been surfing the web and scouring old posts for other's thoughts.

Scott
64 1/2 Mustang Convertible
200 cid: '68 block, '66 head; Green Dot c4 Automatic; Pertronix II with Flamethrower II Coil; MSD6A
5 lug bolt pattern (V8 spindles and linkage; re-drilled axles and drums)
Front Disc; Rear Drum

Linc's 200

Post #16 by Linc's 200 » Sat Sep 17, 2005 8:37 am

Howard,

The stock cam has me at nearly 300 FWHP right now. I think an aftermarket cam will make it easier to get there. I have a 214*/214* at .050" that is going to go in Version 2.0

If your goals are 250-300 FWHP then keep the stock cam, it's not a bad piece.

I don't know if an 8" can handle the power. If I understand it, it is about the same strength as a 7.5" rear end - not good. I yanked the 7.5" from my Mustang and swapped in a 8.8"

2-bbl CFI throttle body with Mega Squirt sounds interesting. You'll need two larger injectors, though, unless you can add more fuel through some other means (extra injector?)

Linc's 200

Post #17 by Linc's 200 » Sat Sep 17, 2005 8:42 am

T66, huh? Yeah it should work fine. for what you plan to do.

Image

The surge line looks far enough away so you won't have problems.......unless that head has a lot of restriction. The biggest reason for why I haven't gone to a larger turbo is because I don't know If I can flow anymore air through the head and exhaust log.

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Post #18 by drag-200stang » Sat Sep 17, 2005 8:52 pm

Image

Injected log is delayed by the stubby injectors I ordered. They sent me the same ones I already have. For some reason they thought they knew what I wanted better than me and changed the order. :x I'll start working on the injector fuel rail as soon as I get them.

Howard,
I would not bother with CFI unless you just want to try something for fun. If you're going to bother with fuel injection, port injectors are the way to go and they don't have to be as fancy as what I did. Otherwise, for simplicity I would go with a direct mount 350 Holley. If you have to install the 8" rear end, I would go with an 8.8" or 9" - more available gear ratios and they're not that much heavier. But an 8" would probably hold up fine. As far as cams go, they say the more your turbo exhaust side is restricted, small turbine wheel, small AR, small down pipe and exhaust system, then you want something with less overlap and wider lobe centers. The more free flowing the exhaust side is, the more normal cam you can run. What these numbers are, I don't know. Buy one of each, run them and let us know.

Ski4evr,
Not sure what you mean by what type - the ones I have are MotoTron made by Siemans in a 60 lb/hr. rating. They're a high performance replacement for the Buick Grand Nationals. The hole for the O-ring is generally made just straight with about a 45 deg. 1/16" seat for the injector body to set against. Like I mentioned above, I did break through on the valve cover side. That's why I epoxied that area beforehand. Also for the valve cover to seal on. As you can see in the pic it's not that much work to notch the valve cover. There will be more clearance when I bond an 1/8" rubberized cork gasket to the valve cover, trim around injector and I'm sure it will be leak-proof. If I wasn't trying to get every last 1/10th of hp I would not weaken the head by boring through the valve cover rail. I would put the injector farther up the port by just hand drilling a hole and epoxying an injector bung in. I bored the holes with a vertical mill I have access to with a boring tool in steps as you probably can see better with the new pic. When I have time I will post pics of a cut away port that will show the cross section.

Linc's,
It will flow more air. Everything I have posted is true ... even the flaming marshmallow. :)
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

Linc's 200

Post #19 by Linc's 200 » Sat Sep 17, 2005 10:32 pm

drag-200stang wrote:
1) If I wasn't trying to get every last 1/10th of hp.....

2) even the flaming marshmallow.


1) Man, you are insane.
I'd do a head swap to a better design long before trying what you are trying to acccomplish!!

Now that your intake manifold is DRY, you can add the other passage externally like the sketch I posted!!! :wink:

2) Missed that flaming marshmallow? :?:

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Stubby
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Post #20 by Stubby » Sat Sep 17, 2005 11:03 pm

[quote]1) Man, you are insane.
I'd do a head swap to a better design long before trying what you are trying to acccomplish!!

Linc you should be careful to judge, I think I heard someone say something similar about you. :lol:

This guy might be as crazy as we are. :lol:

Linc's 200

Post #21 by Linc's 200 » Sat Sep 17, 2005 11:21 pm

Stubby wrote:Linc you should be careful to judge, I think I heard someone say something similar about you. :lol:


Yeah, I know - that's why I feel qualified to speak up!

I am actually very curious to see how much he gets out of it.
His old combo was 450 HP, so this is going to end up as ???

drag-200stang
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Post #22 by drag-200stang » Wed Oct 12, 2005 9:00 pm

Linc's,
What I meant was the picture I posted is unaltered. http://www.fordsix.com/forum/viewtopic. ... highlight=

Image
Finally got the stubby injectors. Hard to believe they're rated at 60 lbs/hr. Clearance for the valve cover will be a little more difficult because the harness connector is so close to the manifold but it will work. The rail is 3/4" X .049" of 304 stainless. Injector cups are 5/8" X 0.49" which comes out to the correct inside diameter for the O-rings. Had to offset them to make room for my direct mount intercooler. The rail will be lower when I shorten the injector cups. This is just a dry run... looks OK so far. I'm looking for stainless male A/N #10, #8 or #6 weld bungs for feed and return to regulator that I'll weld on each end. May have to just use steel.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

ski4evr
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Location: Groton, CT

Post #23 by ski4evr » Wed Oct 12, 2005 9:39 pm

Nice Work. 8)

Scott
64 1/2 Mustang Convertible
200 cid: '68 block, '66 head; Green Dot c4 Automatic; Pertronix II with Flamethrower II Coil; MSD6A
5 lug bolt pattern (V8 spindles and linkage; re-drilled axles and drums)
Front Disc; Rear Drum

Linc's 200

Post #24 by Linc's 200 » Wed Oct 12, 2005 9:48 pm

drag-200stang wrote:Had to offset them to make room for my direct mount intercooler.


:shock: :?:

drag-200stang
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Post #25 by drag-200stang » Fri May 25, 2007 6:07 pm

ttt
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

fb71
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Location: Purgatory, MD

Post #26 by fb71 » Fri May 25, 2007 7:13 pm

Thank you! This is exactly what I have been contemplating. Nice to see someone else thinks the same way... Excellent work BTW..
Jim DeAngelis

Linc's 200

Post #27 by Linc's 200 » Sat May 26, 2007 1:53 am

drag-200stang wrote:ttt


Awwww......c'mon now!

You can't just "ttt" after 8 months and not post updates!!! :stick:

drag-200stang
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Post #28 by drag-200stang » Sat May 26, 2007 4:08 pm

fb71,

Thanks. I brought this post back up because new people would never see it on page 7.

Linc's,

What do you mean I can't??? At least I don't have 13,610 people waiting even longer for version 2.0 of "Another 200 Turbo Nears Completion" :wink:

I really don't have anything new on the fuel injection. I'm about as far as I can go until the turbo headers are built and the engine is back in the car. I did find cheap stainless steel industrial JIC fittings that are the same as AN fittings. I modified them so that the male end can be directly welded to the rail.

I was busy on the short block clearancing the cylinder walls and cam for the aluminum rods. That's done. Just need to finish hone the cylinder walls.

As you probably know, I'm now working on the turbo headers. I made all the flanges myself.

Where does all the time go???
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

Linc's 200

Post #29 by Linc's 200 » Sat May 26, 2007 10:51 pm

drag-200stang wrote:What do you mean I can't??? At least I don't have 13,610 people waiting even longer for version 2.0 of "Another 200 Turbo Nears Completion" :wink:


OH, SNAP!!!!


drag-200stang wrote:I did find cheap stainless steel industrial JIC fittings that are the same as AN fittings. I modified them so that the male end can be directly welded to the rail.


45 degrees JIC versus 37* AN on the flare, though.....

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Post #30 by hasa68mustang » Sat May 26, 2007 11:20 pm

Linc's 200 wrote:
drag-200stang wrote:What do you mean I can't??? At least I don't have 13,610 people waiting even longer for version 2.0 of "Another 200 Turbo Nears Completion" :wink:


OH, SNAP!!!!


lol linc looks like he has you there... any word on 2.0 might come around? As for drag200 thanks fro bringing it back I never saw this...
Image
According to Matt our cars will be elevnty billion times faster than all of yours because our carbs flow 500cfm!!!!

drag-200stang
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Post #31 by drag-200stang » Sun May 27, 2007 12:20 pm

Linc's,

Yea, that's what I thought.... There must be some kind of terminology issue going on. All I know is I bought the fitting on the hydraulic page and I can assure you the angles are the same. The only difference, the threads start about one thread lower. May even be better - keeping the hose nut from bottoming out too soon. The one on the right is an Aeromotive-10 AN fitting.

Image
Image
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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Post #32 by XFlow_Fairlane » Sun May 27, 2007 12:50 pm

JIC is 37 degree. regular flare fittings form the hardware store are 45 though.
Rule: Torque = Fun , Turbo's make Torque

Linc's 200

Post #33 by Linc's 200 » Sun May 27, 2007 5:27 pm

turbo_fairlane_200 wrote:JIC is 37 degree. regular flare fittings form the hardware store are 45 though.


Ahhhh.....there we go.

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Post #34 by 69.5Mav » Fri Aug 15, 2008 1:19 pm

Any progress on this great project

drag-200stang
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Post #35 by drag-200stang » Sat Aug 16, 2008 2:24 pm

Thanks for reminding me I'm not done yet. :wink:

Right now, 25 miles south of me, the Woodward Dream Cruise is in full swing and I'm trying to figue out how to get these new double adjustable shocks to fit. The upper and lower mounts are just different enough that I have to change everything.

I thought I'd save some money and bought some used Magnum racing wheels. When I broke down the tires that were on the rims, I found the inside seriously corroded. Took awhile to clean them up so it wouldn't keep getting any thinner. Between the new rear racing wheels and downsizing to 31" x 13" slicks without tubes, I saved 44 lbs. Of course that will be replaced by a transmission safety blanket and a parachute.

I'm also working on rear disc brakes.

The fuel injection has been put on hold while I try to get the rest of the car ready to run. Hopefully, Jack will have a parts list and how to for the Megasquirt.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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Post #36 by Anlushac11 » Sat Aug 16, 2008 8:30 pm

8)

Sweet, I have been thinking of something similar but with the injectors mounted on log pointing straight down intake runner at the valve.

Keep up the good work, you inspire me to do more.

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Re: Log Gets Injected

Post #37 by '68falconohio » Wed Jan 06, 2010 2:00 am

Once I found this, I HAD to bump it to the top...
'68 Falcon - sold
'99 F-250 Super Duty, '64 Lincoln SA-200 "Redface" - weldin' car
'04 F-350 Super Duty - racecar

drag-200stang
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Re: Log Gets Injected

Post #38 by drag-200stang » Sat Jan 13, 2018 11:52 am

It may take awhile but I will try and re store pics.
I have a Holley dominator and 7" dash ordered..It cost more than what I have in the whole car..But I have been saving and waiting for efi tech
to stabilize for 35 years and now is the time. :)
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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Re: Log Gets Injected

Post #39 by bubba22349 » Sun Jan 14, 2018 1:26 am

:hmmm: can't wait to see those pictures drag-stang200! I have though about how a person could to do a port injection system on a log head to be able to improve the fuel distribution. Did you get your system working? :thumbup: :nod:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

drag-200stang
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Re: Log Gets Injected

Post #40 by drag-200stang » Sun Jan 14, 2018 10:09 am

Free hosting they said, I wish I never heard of photo b...it. so pic's may take awhile. :bang:
I got tied up on some home projects, so work on the car slowed down and it is not working yet...Just retired, so things are looking up, but now I have to convince my body not to do the same :)
Ecu is on the way, rite now I am finishing the 3.8 hall effect mod. just have to reduce the mounting flange to fit the block and add another pin in gear... Sometimes I forget to manage my time, like do I need a one off aluminum steering wheel. but those are the things I like to do.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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bubba22349
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Re: Log Gets Injected

Post #41 by bubba22349 » Wed Jan 17, 2018 6:43 pm

drag-200stang wrote:Free hosting they said, I wish I never heard of photo b...it. so pic's may take awhile. :bang:
I got tied up on some home projects, so work on the car slowed down and it is not working yet...Just retired, so things arhe looking up, but now I have to convince my body not to do the same :)
Ecu is on the way, rite now I am finishing the 3.8 hall effect mod. just have to reduce the mounting flange to fit the block and add another pin in gear... Sometimes I forget to manage my time, like do I need a one off aluminum steering wheel. but those are the things I like to do.


Yeah that free photo hosting site and a couple others have caused a quite a problem on our site! I guess they wanted to get in on the "Ransomware Scam" to make some money now. I don't know how many of my pictures have disappeared from the posts on the site, I still have most of them in my old computer, but yes it's going to take a lot of time to go back and fix them them.

Sounds like your have most of the parts to make a working EFI system though and that's a big hurtle too. :rolflmao: Managing Time yep now that's hard to do! Good luck I sure do enjoy hearing about your car projects :thumbup: :nod:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

drag-200stang
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Re: Log Gets Injected

Post #42 by drag-200stang » Sat May 19, 2018 11:18 pm

Thought I would ttt this while the pic's show.
Working on a homemade 8.160'' dia. 36=1 trigger wheel now ...It is taking longer than I thought, but what else is new.. :D
Last edited by drag-200stang on Sun May 20, 2018 10:06 pm, edited 1 time in total.
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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Re: Log Gets Injected

Post #43 by 67Straightsix » Sun May 20, 2018 12:36 pm

"It's taking longer than I thought" Isn't that the official motto of the hot rod world? :lol: Can you give some details on what you're doing to crank and connecting rods? Or is this proprietary information. :wink: One more question - are you going coil on plug? Can''t what to see what times the car will run.

drag-200stang
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Location: Michigan

Re: Log Gets Injected

Post #44 by drag-200stang » Sun May 20, 2018 10:05 pm

Yes i can , The rods are GRP Billet AL rods at 5.025 ctc, with chevy .927pin and 2.100 crank... The chevy stuff is cheaper...Crank stock ford 200, turned down to 350 chevy 2.100 with .020 more stroke...The rods were a mistake...I ran brooks racing rods in it before and was able to clearance the rod some because they were .990 wide and very beefy, to make cam , bottom of cylinder wall clearancing less...The GRP rod are narrow beam and I did not want to compromise them...It took a lot off the cam and block to get them to fit and I am a little scared that the cam may break...It was not available at that time but now I would use the Molnar steel 1JZ rod.
I have the Holley version of the ING-1a coil near plug..
66 Mustang Coupe
200 turbo w/lenco 4-spd
stock adj. rockers, stock timing set, ARP studs
best 1/4 mile ET 9.85/best mph 139 on 8 lbs progressing to 15 lbs boost
Went 9's when 10's was fast.

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