This car was intended for open track events, with emphasis on handling and braking (aswell as power of course). Unfortunately my insurance was terminated before I ever got this to a track.
I bought this car in 1994 with 16,000kms, the chasis now has 164K and new 351W engine with all chasis mods has about 1500 kms of easy street use during break-in.
Mods include:
Chasis:
8 point roll cage - with laser cut gussets, rear shock towers tied. Cage lands on frame ties thru floor.
Autometer guages for oil pressure, boost +
5-point harnesses for driver and passenger - dates may be expired? OEM belts still available.
battery relocated to trunk - Taylor stainless kit.
Panel seams around shock towers in trunk have been welded.
2.5" cowl hood with locking pins.
5-bolt OEM 17"*8" tri-spoke rims 245/45 rubber. BFG G-force KDW on rear.
Momo Street racer seats in black - still in boxes.
Suspension:
QA1 tubular K-member, and control arms
Maximum Motorsports strut tower brace
Energy urethane sway bar bushings and end links.
QA1 aluminum coil-over shocks with spherical bearings on all corners, front has independent rebound and damping - 10-12 notches of adjustment
rear coilovers have 8 clicks of adjustment
14" chrome silicon springs front and rear 220 / 200lb
Maximum motor sports pan-hard bar and zinc plated torque arm on rear - creating 3 link with HPM lower control arms & urethane bushings.
Maximum Motorsports Zinc plated caster-camber plates CNC machined, custom built to handle coilovers.
Data sheet on laser alignment and corner weights available in binder.
Delrin Steering rack bushings.
Brakes:
Zinc plated 13" * 1-1/4" thick directional ventilated slotted front rotors (8*7 b.c) mounted to 6061T6 billet aluminum rotor hats Custom CNC machined for correct offset and +1/2" track.
Custom CNC machined front hubs from billet 1045, with twin grease zerks installed for quick bearing service. 5-bolt pattern using ARP 3" studs with speed nut feature for quick tire change.
Wilwood 4 piston aluminum calipers on all corners with stainless braided flex lines.
Zinc plated 11-3/4" * 1-1/4" thick directional ventilated rear rotors on anodized aluminum rotor hats (similar to front). 2-piece Aluminum caliper brackets bolt onto rear axle housing. Provisions for hand brake - but not installed.
Ajustable brake proportioning valve mounted under hood.
Carbon metallic pads on all corners.
Motor / drive line:
Motor was built to produce 600 reliable horsepower via 9-10psi of intercooled boost in a twin turbo set up. I have since sold the turbos, which never made it on the motor.
Started with Brand new 1996 351W crate motor for F250 truck - of which only the block and crank, + lifters and some covers were used.
Block bored 20 over, torque plate honed, decked, mains machined and align honed, J&P main girdle installed with caps machined and surface ground, ARP studs.
Oil return holes are screened incase of upper end failure.
Oil holes tapped, new frost plugs and cam bearings.
Clevite 77 main and rod bearings - standard size.
Completely blueprinted block - all deburred / chamfered - dimensions recorded on build sheet by Taylor-made-power.
Set up for zero deck, and 40 thou quench with Fel-Pro gaskets. Block is painted ford blue with special epoxy paint in lifter valley and timing cover for fast oil return.
Truck crank is OEM and virgin, cross drilled and chamfered, micro polished.
Virgin Truck rods where polished and shot peened, staightened resized and oil holes drilled and chamfered & bushed for full float, then balanced.
Reciprocating assembly was then sent with full ARP hardware and centerforce duel friction clutch for "level 4" balance (air craft quality - less then 1/10th gram imbalance between any rod/piston/ring assembly) - I confirmed this myself with triplebeam balance before engine build. (yes I am an engineer)
Pistons are KB signature series which may alarm those that have not researched them. They are lighter and dimensionally more stable with better longevity than forged units, and plenty strong enough for 600hp. Piston tops were highly polished for better reflected heat. Compression is 9.3:1 with 58cc heads.
Total seal gapless rings were used, with end gap set for boost.
High volume oil pump, SVO 351 convesion pan with oil return bungs welded in. Remote filter with magnets, and large rad-mounted oil cooler - all on 1/2" braided lines / Aeroquip fittings. SVO aluminum rad.
Intake includes fenderwell CAI, with C&L 77mm mass air currently calibrated for SVO 30 lb injectors, GT40 upper and lower c/w 1/2" heat spacer,
Edlebrock Heads are completely rebuilt (came off my 302) Valves are 1.6/1.92. Phosphor-bronze valve guides were installed in exhaust side along with special high temp ss valves for turbo heat. Heads were shaved and cc'd for 58CC. Extensive porting ($1300 worth) was done originally by JJ performance, then tweaked by Taylor. Manely p-rods with 0.08" wall were selected for correct valve train geometry. SVO Blue roller rockers are 1.6 ratio.
Fuel system includes smallish 155lph intank pump, feeding Paxton billet regulator with vacuum reference and Paxton billet fuel rails. 1/2" stainless braided fuel line used in engine bay, with 3/8" return. Blaster coil installed with MSD6-BTM ignition still sitting in box.
Cam is Compucam 2030 with 533/544 lift, 216/220 at 50 - this is a CARB legal cam - which I would change if keeping car naturally asperated. SVO timing gear set was machined for weight savings / balance. SVO billit damper with bolt-on ajustable weights. SVO billit steel flywheel with ARP bolts.
Centerforce dual friction clutch + bearing with SVO steel though-out sleeve. Motor sits on drop solid mounts with no vibration.
Exhaust includes portmached 1-5/8" SVO stainless shorty headers, MAC 2.5" catted H-pipe and 2 chamber flow masters into dumps.
Tranny is stock T5 with B&M shifter, (remember car has never been to any track - ever!)
SVO aluminum drive shaft.
Rear end is completely rebuilt with 3.55 gears, 8.8 axle housing was cut and 9" big bearing ends were jig welded on so c-clips are gone. Axle tubes were welded to pumpkin. Axles are custom 5-bolt Moser 9" units with 28 spline for OEM 8.8 carrier.
SVO main support installed. Torque arm assembly braces 8.8 axle.
