Arrow18

For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

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For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

Sent from my SM-G955F using Tapatalk

For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

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I don't think that even exists anymore...

They also have different pin lengths. This means that you can slam the car in the weeds and still have the roll centre in the correct position simply by putting a longer pin in the bottom arm. They are a bit pricey but because they are rebuildable, I think it is worth the money

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They also have different pin lengths. This means that you can slam the car in the weeds and still have the roll centre in the correct position simply by putting a longer pin in the bottom arm. They are a bit pricey but because they are rebuildable, I think it is worth the money

Sent from my SM-G955F using Tapatalk

For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

Sent from my SM-G955F using Tapatalk

For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

Sent from my SM-G955F using Tapatalk

For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

Sent from my SM-G955F using Tapatalk

Back at the flow bench this arvo with the cylinder head for HADES, the dedicated e85, 4 barrel customer engine I'm building. Pleasing results and will be a great match for the Aussiespeed 4 barrel manifold. Should make some solid numbers.

My car will be ready after May 2018 mate. I'll drag the trailer to wherever.  Actually Willowbank in th cold of winter would be nice. Be a bit different from racing where the air is 3000 above sea level. 

I'll just leave these here. To say I'm happy tonight is an understatement. To see years of port development result in this leaves me very happy.
Don't forget to add 10cfm to these figures due to Anthony's bench running below a superflow bench. Even without that the numbers are truly impressive and particularly as it's made thru a near stock port window and the lift points it makes peak flow. I've said it before and I'll say it again, the smallest port doing the biggest job.
Is there anymore in the ports? Yes there is. Are Cam and I finished? Hell no!!!!

The biggest flow number was attained thru a slightly larger port opening. It's suffering in the mid lift but I'm confident I know why and we will improve that.

The other port is the original port with a few more tweaks. It's only very slightly over stock port window. It's flowing a real 270cfm at .700" lift.




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Its a setup like new cars use. The slave is part of the thrust bearing,  gets rid of the clutch fork all together 

230 isn't enough imo. Need to get as much inlet in there as possible. Exhaust takes care of its self. 
To explain this a Barra head stock out flows ported xflow heads and LS engines have shit heads that outflow some good heads and the 6ltr heads flow 300cfm on stock engines. Yet both drive and work fine on stock engines. So having as much cyl head as possible is paramount.
My car is heavy (1497kg with driver street trim) but even with the car gutted (tail gate off,no exhaust,drivers seat only,no left head light or blinker,no tins in the tray,10ltrs of fuel) it only went 12.0 most passes. This time dropped pipes so I could hear it but otherwise as street driven. Yes I drove it tuned on VP but that was a main and idle jet change 1 step up on both.
All down to inlet flow. Once its tuned and raced with petrol jetting and 98 and it goes mid 11 Ill pull weight out of it. Then reset the convertor to where it was (5500) and it will drop more ET again.But can't do it without CFM flow,hence the chase for more.
Drag racing isn't a easy game but the basics will always be the same.
 

Fk yeah mate, Unless your worried about weight those t56's are a superior box. I'd be running one on my crossy if it was not like a 5k conversion.

Nice.
Them coils look suspiciously like a branded version of the IGN-1CD
 
....

https://www.diyautotune.com/product/ign-1cd-capacitive-discharge-coil/

Brackets made for ecu, cdi and '1 gauge' brain. Got them welded on and dummy fitted. Happy with the results. Mainly as they are hidden from direct view.

Yeah the body work will be fun. The 80's pumped rear guards are staying as they are part of the personality of the car. It will be mini tubbed as well so I can run the big tyre I want.
Hope to have more regular updates as I have a bit more of a re-structure at work. Fun times ahead.

Time for an update. FUEL RAIL PORN!
 
 

 

 

And I seem to have developed an AN fitting addiction.
 

 
Got some bulkhead fittings and nice billet clamps to tidy the fuel lines. I sorta want the engine bay in this thing to be really nice and functional and look pretty. Bit of a nod to what I do.

And lastly. Got my self some plates. Decided to call the car THOR now. This is the closest the corty will ever go to having rego.
 

 
Lots of stuff still to do on the engine. Time is the killer at the moment. But rest assured I'm super keen to get this thing into the corty and running. I've been doing a heap of research on chassis and suspension set up for it. The corty is now in at work and on the roll around chassis table.
 
I took it into work to motivate me. It's there just annoying me but gives me focus to get my customer stuff done so I can finish it.

One last fuel rail shot, I promise, well until it's all tigged up and fitted anyway.
 

 
This shot shows the work I put into notching the return fitting and also how the injector bosses fitted into the rail. I'm confident old mate should be able to get a nice weld around the boss and being a press in fit it should limit the amount the rail bends when welded.

Spent a silly amount of time working out the position of the return (to reg) fitting to ensure it was centred and sat nice with the rail in the final position. Notched the stainless so old mate would get a nice weld.
 
After all that I may end up changing the return to a pre made 316 socket.... Hmmmm see why modified stuff takes time....