74_5.0L_Z

See page 62 for pilot bushing removal. http://books.google.com/books?id=1TFNJyxjMucC&pg=PA62&lpg=PA62&dq=ford+pilot+bushing+removal+grease&source=web&ots=dX6DpicsjM&sig=mS0syVTO9WERQTTdWyQO7oQXH-c#PPA1,M1

This is a very well timed thread. My car goes into the spray booth this weekend, and I plan to install my windshield and hatch glass in the next few weeks. My question is: Will the weatherstrip around the windows seal if you delete the chrome trim? I am not a big fan of it and would rather delete it altogether.

I just finished installing the SubtleZ kit, and I had similar needs. Here is what I did To build thickness in some areas: I ground away the gelcoat. I mixed West Systems Epoxy 105resin/205 hardener with West systems 403 chopped glass fibers. This is mixed to a consistency of cake icing and spread like body filler. Let it cure and then sand to shape. Then re-skim with a mixture of the Epoxy and West Systems 406 Colloidal Silica (finer texture). And then finish with Evercoat's metal glaze. The mixture of 403 and resin yields a strong hard (but textured) surface. The mixture of 406 and resin yields a finer texture but less strength, and the metal glaze yields a perfect surface. The good thing about using the resin chopped glass as a filler is that it has the same strength and flexibility as the base fiberglass.

Careless, I'm sorry if you took me seriously. I meant it as a joke. I realize full well that I open myself to criticism when I post my progress. Further, I appreciate and accept the criticism. I was not being defensive and I apologize for giving that impression.

Careless, You are entitled to your opinion, and quite frankly the vents are not my favorite feature of the car. I prefer them to the stock type vents. Oh, next time I want your opinion, Ill beat it out of you:twak:. Take care, Dan

The entire car (including the vents that are apparently such an eyesore) will be painted by the end of August. The car will be painted Monte Carlo Pearl Blue metallic. I am also planning a ghost stripe that starts in the air dam opening and continues out of the opening in the hood. The stripe will then fade into the hood.

I'm sorry, but what the heck are you doing driving around with cracked fuel lines. Replace the fuel line and filter. Check the oil level in the carbs and top as necessary with marvel mystery oil.

After a couple of months of work, I finally have the front end in primer. I think you will be able to see what the final product will look like. I hope to get this thing in a paint shop really soon.

I have 245/45/16 Hoosier A3S04 tires on my 16x8 wheels. They were an extremely tight fit under the stock fenders. They fit the wheel very well, but they are a canterlevered design. The car now has the SubtleZ body kit, and I am in the market for some 15x10 or 15x9.5" wheels so that I can run the new 275/35/15 form Hoosier.

Look at these links. They contain some really good info pertaining to the driveshaft parts, pieces, and build-up. http://forums.hybridz.org/showthread.php?t=86748&highlight=Neapco http://forums.hybridz.org/showthread.php?t=65652&highlight=Neapco http://forums.hybridz.org/showthread.php?t=75332&highlight=U-joint Pay special attention to the topic of U-joint alignment as discussed by PPARASKA. If you do not have correct alignment of the U joints, you will experience some bad vibration issues.

Oh come on Rick! You are an instrumetation type guy. Are you so selfish that you are unwilling to put a few small holes in your hood? Hell, look at the hole I put in my hood. You wimp.

The vacuum advance will wake up the engine at low rpms. Generally you just run a vacuum hose from the distributor to the timed spark advance port on the front of the carburetor.

I don't understand why you need spacers if the wheels have a 5" backspace or less. I have two set of wheels for my car 16 x 8 and 15x8. Both sets have 5" backspace. One set has 245/45/16 tires and the other has 245/50/15 tires.

Two years ago we dynoed my buddy's 289 NHRA superstock engine. In his class SSMA he has to run the factory heads and compression (9.0:1). He can however run a huge cam (0.790" lift and 102 degree LCA). On the dyno with race gas we found that 39 degree total was best for our set-up. A street 302/289 would probably also benefit from more than 36 total. Un fortunately, the pump gas will cause the engine to ping/detonate beyond 36 degrees total.

I run mine at 16 initial and 36 total. I have aluminum heads so I can get away with more timing on 93 octane pump gas. When I had the stock iron heads, I ran 14 initial and 34 total. Does you distributor have vacuum advance?

I have been gathering parts to build some 180 degree headers. Terry and I have an advantage because our motors are mounted using a front plate/ mid-plate. The advantage is that the entire under side of the engine is clear. I plan to run the center two tubes from each side under the oil pan to the opposite side collector. By placing the collectors fairly far forward (about even with the starter), I believe that I can get equal length tubes. The tubes that cross under the pan will run parallel to each other in the space between the front and rear sumps of the oil pan. For ease of assembly, I plan to make the section of tubing that passes under the engine removable. The only real downside is that the tube may be a little long (36" -39).

Michael, Variations in the velocity between one run and the next makes sense for the variation in Q(psf). Further, it may be that the spreadsheet whose snapshot I am using as a reference always reports Q(psf) for the velocity of the original test and not for the extrapolated speed. Have you looked at the excel spreadsheet that I put together? Thanks

Michael I ran the numbers for a few test cases. Like you said : Q is the dynamic pressure, 0.5*density*V^2. If the testing were at 80 mph (=117.3 ft/s), at "standard" conditions Q comes out to 16.3 Lbf/ft^2, in the usual engineering units. However, the snapshot that is posted here is for an extrapolated 120mph, and each test configuration listed has a different value of Q(psf). By that I mean test configuration 1 average has a Q(psf)=16.294, test configuration 2 average has a Q(psf)=16.246, test configuration 18 average has a Q(psf)=15.865, etc... If the Q(psf) were as you stated then it would be constant for each configuration because the dynamic pressure is only dependant upon velocity and air density. Thanks for trying though. If you or anyone else are able to discern the physical relationship of Q(psf), let me know and I will incorporate it into the spreadsheet. I should also point out that I was not part of the team that did all the work at the windtunnel. I only endeavored to put this spreadsheet together so that the data would be a little easier to visualize for everyone in the HybridZ community. By doing this, I feel like I am contributing to the aerodynamics effort(I too wish that I could have been there). Thanks, Dan McGrath