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 on: October 18, 2018, 06:51:30 pm 
Started by mikestang - Last post by mikestang
I know I have not posted in a while, but I am looking for opinions on what I think may be a head gasket leak...

Info: 86 Capri 5.0l FI engine, only mods are cam shaft and valvetrain upgrades.  (stock intake, heads ect...)

I resealed this engine before putting it in my 81 Mustang racecar.  Heads and deck flat, new head gaskets and ARP head studs torqued to 80 ftlbs.

When running at the track the cooling system pushes out quite a bit of coolant but according to logged data temp never passes 198*. After sitting over night there is still a bit of pressure on the cooling system, enough that it will not suck coolant back in.  It is a 20psi cap, yes it is good, hose to overflow clear. I can run it at my house, burp air out and when it cools it will draw a bit in from the reservoir.... but running it at my house is not the same as running at the track, obviously.

I am thinking head gasket, but a bit odd to me that it is pushing out enough coolant to fill the overflow, about 2 qts, and still not running hoter than 198.

A racing buddie says this was a common iron head issue with the 5.0. Suggested starting with adding a bit more torque to the head studs.  

Seems to get worse the harder I run it, as in running higher revs shifting later, that kind of thing.  I have a block testing chemical, I will try it this weekend... but as I said I cant really run it hard at my house to get it super hot..

Thoughts?  Input?  

Thanks, Mike

 on: September 25, 2018, 12:27:47 pm 
Started by Chickenbone - Last post by Chickenbone
So I figured out the issue; well, I was told by the manufacturer what the issue is.  Most flexplates aren't specifically made for the TC of an AOD trans; they are made to fit a C4; which is a tenth of an inch off.  I had to ream the mounting holes out to 29/64" to get it to fit, dry.  When I mounted the engine and trans together, it still gave me trouble.  So I separated the engine and trans and rotated the engine and remounted a few times until it lined up on the 3rd try.  Then I got my end play.  This may be atypical for this engine/trans combo; but this is what I had to do.

Now I have to deal with installing the small block and trans into a full-sized car.  Getting the old engine and trans out was easy; putting them back in is another story altogether.   Sad

 on: September 11, 2018, 07:34:34 pm 
Started by 94stang - Last post by 94stang
I was replacing the pip sensor in my dizzy and lost the little bracket that holds it in place. Looks fairly simple, so could i just make one and stick it in there? It just keeps the pip in place...... length/hole distance shouldnt matter right? Part with the red circle

 on: September 01, 2018, 10:54:52 pm 
Started by 6904stang - Last post by 6904stang
351w, scat cast crank, forged scat rods, will be getting forged pistons but not sure on what compression ratio I should have it at? Looking to make 600 to the wheels. 180cc promaxx aluminum heads with 60cc chambers. Planned on running the FItech 1200 power adder fuel injection system with this setup. Right now I have a holley dominator dual plane intake. Running 76mm turbo with .96 A/R. I guess what I'm wanting to know is what compression ratio should I be looking for running 93 pump gas? What should I have my quench at with a turbo setup? What kind of cam should I be looking for? What rpm ranges would work best with this setup? I've heard and read up about crank wall issues at higher rpms and 600hp Mark's, should I get a cam with lower rpm range? Will the turbo still spoil up to max psi efficiently? Trying to build it right and watching and reading these guys with stock 351w putting s turbo on running 112 octane make 600hp and going 9s repeatedly is great but with what I'm doing I would say mine should be alot more reliable. So I'm trying to find these answers out so I can finish this build.

 on: August 29, 2018, 07:00:52 pm 
Started by TKFD - Last post by TKFD
Thanks mate.

 on: August 28, 2018, 11:50:52 am 
Started by TKFD - Last post by quickshift
The forum is having issues and I'm trying to see what can post and what can't.

 on: August 28, 2018, 11:49:06 am 
Started by TKFD - Last post by quickshift

 on: August 28, 2018, 09:52:15 am 
Started by TKFD - Last post by TKFD
This is probably a question for Joel, but for a normally aspirated engine (363ci) do I need to connect the vacuum line for the adj fuel press reg?

I've been told I don't, its more for boosted applications. Connecting it to NA just gives fluctuating inconsistent pressures. I do have a big cam with about 10Hg


 on: August 06, 2018, 05:04:02 pm 
Started by 93reefblueGT - Last post by 93reefblueGT
Selling a BAD ASS set of trickflow highports that were completely ported, built, and designed by SAM "school of automotive machinest" at their racing head division. They have alot of money into them and flow more then the 255cc TEA highports and most others I've seen. They come with brand new JESEL shaft rockers, custom designed DelWest titanium intake valves, custom designed DelWest titanium exhaust valves, Xcelyne light weight titanium retainers and titanium locks, and PSI racing valve springs. These heads flow 398cfm @ .900 and only have a few Dyno pulls on them. Never hurt and a way cheaper then putting together $4800. Also have a brand new Wiseco 4.125 bore pistons for highports that I bought brand new through Jim I could make a good deal with as well.  Email me or text for any pictures as I have alot. 93reefbluegt@gmail.com 779 770 6278

 on: July 28, 2018, 10:23:06 pm 
Started by Foxbodygirl - Last post by Foxbodygirl
Just ohm to coils. Stock coil pos to neg is .4 ohms. So that is in spec. From pos to coil terminal the reading is chaotic. Just jumps all over the place. On the msd coil, pos to neg is .4 ohms. From pos to terminal is 4.17 k ohms. That seem low to me. Read that typical readings are between 6 and 15 k ohms.

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