| Known good dyno or track proven combos... BBF |
| When confronted with a mid '70's smogger engine and its anemic performance I have found some temporary solutions for the dog until one can upgrade at a later date. The first place to start is getting a performer intake on your smogger. Next is to use a holley 600 or 750 Vac secondary carb. This eliminates the lean transition in a stock carburettor and helps tip in and torque a bunch. Second issue is the distributor and its timing curve. The factory curve is very lazy and provides too much centrifugal advance and not enough initial. Worse is it occurs too high in the rpm band to be of any real use. Solution is to get a stock Dura spark distributor and recurve it to the specs elsewhere on this site. The idea here is to add intial advance and cut centrifugal advance so the you have a total of about 38 degrees. Vac advance is on top of this figure and only occurs at part throttle high manifold vacuum situations when mixtures are lean and burn more slowly. The last issue to address is to use an early timing set that is not retarded 8 degrees. This advances the cam and adds low speed torque and response. You will however notice that the powerband is lowered a bit from the normal peak at 4,500 to a peak at about 4,100. Dual exhaust even with manifolds is a start. These mods are worth about 40 HP all told but the real difference is in driveability and street response. I have done this many times and am happy with the results. The smogger 460's will generate about 190 RWHP. The mods outlined above will get your near 230 RWHP on a good engine. Adding a small cam from the comps extreme energy line is an option but the amount of work suggests just overhauling at this point. |
| Page 2 |
| Un smogging your smogger combo or the temporary fix... |
1976 Gran Torino 2d, all power acc, no A/C.
Last weighed at 4400 with me behind the wheel and under 1/2 tank
-D1VE block (out of a late 70's Town Car)
-.030 over, TRW 2443 domed pistons, ~ 10:1 compression, maybe a little less, Moly Rings (came with the pistons from Summit)
-Reconned truck rods with Milodon bolts from PAW,
-Clevite 77 bearings, I dont' have the clearances, the bottom end has been together for 12 years now.
-Melling HV oil pump, Milonon deep pan and pickup
-Comp Cams 280 Magnum Cam (230deg at .050, .530 lift, on a 110 deg center), hyd flat tappet, Comp lifters, Springs, locks,
retainers, double roller chain,
-Crane/FMS bolt on roller rockers w/ARP bolts
-D3 heads, exhaust ported& polished (done the old hog and hope way), CJ exit size, stock valves, 3 angle job, PC seals, chambers
polished (I know, I know, but I was in a hurry to get it back together and short on $$ for the big valves)
-Performer RPM intake (untouched)
-Speed Demon 850 DP carb (untouched, no spacer)
-Holley Blue pump, 3/8" lines, Holley regulator, fuel press set at 7lbs
-Crane HI6, PS92 coil, recurved Ford dist, advance is supposed to be in by 3000, but it looks to come in later, around 3500
-timing is 36deg total for street and 42+ for the track
-Howe Alum 2 core rad, stock water pump, big flex fan
-Hooker Super Comp 1 7/8" long tube eq length headers, 31" tubes, 3" collector, 3" Dr Gas X-pipe, 3" Borla XR-1, 3" tails
-C6 trans, Stock stall converter, extra clutches and other mods
-9" rear with 4.33:1 gears
-265/50/15 fronts and 275/60/15 rear tires (Drag Radials in the back) on Torque Thrust II rims
-Car has PS pump sucking a few hp too
Chassis Dyno (DynoJet at All-Ford Carlisle this past year) had 320.5rwhp at between 5000 and 5500 (almost totally flat there,
crosses the 300hp mark at 4000 and doesn't go below till they let off the gas at 5800) and 404ft-lb of torque at 3500 (might have
been higher at a lower RPM, but the auto would downshifts at a lower RPM so everything below is where the rolled onto the
throttle, it crosses 350 by 2600 and stays above until 4750)
-This was with 36 deg timing and a K&N filter, A/F started at 13.5 at 2200 and went down to 12 by 2500, then on to 11.5 by 3000
and down to 10.5 at 5800, has a noticable hitch at 3300 where it leans out to 12 again for a second, must be where the fully opened
the secondaries..
-Car has run a best of 13.2@104.4 in the 1/4 on a farly humid 70 deg day, That is with a 2.0 60' time and the timing at 42deg..
This was on 27x8.0x15 Goodyear Eagle Short Track tires, no spin, just a sad launch.
I will send pics in the next day or so, I have them on a CD, and as soon as the local dyno gets up and running in it's new home, I'll
try to get some tuned #'s
I'm looking at adding a 150 shot of juice for a nice low 12/high 11 timeslip, and eventually a 557 with SCJ heads, the C460 cam,
and a Victor/Dommy setup (not to mention the E4OD I'm looking at buying from another gentleman on the forum).. $$ is the
barrier right now...
Last weighed at 4400 with me behind the wheel and under 1/2 tank
-D1VE block (out of a late 70's Town Car)
-.030 over, TRW 2443 domed pistons, ~ 10:1 compression, maybe a little less, Moly Rings (came with the pistons from Summit)
-Reconned truck rods with Milodon bolts from PAW,
-Clevite 77 bearings, I dont' have the clearances, the bottom end has been together for 12 years now.
-Melling HV oil pump, Milonon deep pan and pickup
-Comp Cams 280 Magnum Cam (230deg at .050, .530 lift, on a 110 deg center), hyd flat tappet, Comp lifters, Springs, locks,
retainers, double roller chain,
-Crane/FMS bolt on roller rockers w/ARP bolts
-D3 heads, exhaust ported& polished (done the old hog and hope way), CJ exit size, stock valves, 3 angle job, PC seals, chambers
polished (I know, I know, but I was in a hurry to get it back together and short on $$ for the big valves)
-Performer RPM intake (untouched)
-Speed Demon 850 DP carb (untouched, no spacer)
-Holley Blue pump, 3/8" lines, Holley regulator, fuel press set at 7lbs
-Crane HI6, PS92 coil, recurved Ford dist, advance is supposed to be in by 3000, but it looks to come in later, around 3500
-timing is 36deg total for street and 42+ for the track
-Howe Alum 2 core rad, stock water pump, big flex fan
-Hooker Super Comp 1 7/8" long tube eq length headers, 31" tubes, 3" collector, 3" Dr Gas X-pipe, 3" Borla XR-1, 3" tails
-C6 trans, Stock stall converter, extra clutches and other mods
-9" rear with 4.33:1 gears
-265/50/15 fronts and 275/60/15 rear tires (Drag Radials in the back) on Torque Thrust II rims
-Car has PS pump sucking a few hp too
Chassis Dyno (DynoJet at All-Ford Carlisle this past year) had 320.5rwhp at between 5000 and 5500 (almost totally flat there,
crosses the 300hp mark at 4000 and doesn't go below till they let off the gas at 5800) and 404ft-lb of torque at 3500 (might have
been higher at a lower RPM, but the auto would downshifts at a lower RPM so everything below is where the rolled onto the
throttle, it crosses 350 by 2600 and stays above until 4750)
-This was with 36 deg timing and a K&N filter, A/F started at 13.5 at 2200 and went down to 12 by 2500, then on to 11.5 by 3000
and down to 10.5 at 5800, has a noticable hitch at 3300 where it leans out to 12 again for a second, must be where the fully opened
the secondaries..
-Car has run a best of 13.2@104.4 in the 1/4 on a farly humid 70 deg day, That is with a 2.0 60' time and the timing at 42deg..
This was on 27x8.0x15 Goodyear Eagle Short Track tires, no spin, just a sad launch.
I will send pics in the next day or so, I have them on a CD, and as soon as the local dyno gets up and running in it's new home, I'll
try to get some tuned #'s
I'm looking at adding a 150 shot of juice for a nice low 12/high 11 timeslip, and eventually a 557 with SCJ heads, the C460 cam,
and a Victor/Dommy setup (not to mention the E4OD I'm looking at buying from another gentleman on the forum).. $$ is the
barrier right now...
| This combo is from Jim Williams. it is a strong performer and is being refined now. My math shows 382 RWHP based on weight and trap speed. A 75 torino is a real heavy weight and this is a very respectable set of numbers for the vehicle size. Any time RWHP is between 375 and 400 that is pretty damned serious in my book. |
