Clevo120Y

well depends on how critical you want the system. Pressure drop across a the intercooler will be similar as that of a drop in free air. the point that the air is at a higher pressure than ambient will have little bearing, other than it's increase in temperature and density, there will still be a drop whenever air is turbulent, changing velocities or changing direction.
 
you may not 'see' the drop as the wategate will close more to increase the pressure and negate the effect of the pressure drop. what you don't see is the increase in effort this forces the escaping exhaust gas to exert and in effect reducing exhaust flow which will = lower output. You will also reduce the maximum boos capable from the turbo as your wasting a fraction of it on the ducting and cooler.

It pulls like a mofo on track. he took it to thing like powercruse over in qld and rollin along about 50 and stands on it just pulls from y he was next to. recons its got no lag. theyres a few vids on facey but dunno how to get them on here.
 
Sean. havin ecu troubles. need to find a certain one to use with it. got about 20 that can be used but cant find any on fleabay.
The tuner i using has a box of them for $300 so might grab one from him if i cant find one when i fly home next week at wreckers

cast head crossy for skids they seem to last a few seconds longer
 
theres a guy in my freinds list in stalk book chris naughts ask him he has a 10second TE cortina or maybe just ask me i build mine LOL but its a windsor and its running althow just a drag car a seat and a steering wheel
 
weezzzzsors clevos for the win  

Afternoon all,
 i have created a page on Facebook for the Ford Crossflow. Join in and post up pics and discussions. I dont mind if you sell items on there.
 
http://www.facebook....ssflowOhcEngine
 

Well engine is stripped now and new block has gone to the shop so with my new lower comp and the changes ive made hopefully i can get her low 12's. no times on the board yet but im being realistic cause im gonna go nuts on the other engine haha! WA's fastest corty i think not :-( my baby i think so ;-)

Yes forgot to mention that...good pick up.

Yeah might be a tear in the diaphragm, also check the fuel lines for any cracks etc etc as they can suck air, I have had this problem before.

MSD actually started making em for Pro Stock which then filtered down to us...Who said racing is pointless for production car's. 

Hahaha beat me again

I also agree that the MSD is worth the investment, especially the programmable 6530 you will end up saving money when you don't have to get a dizzy regraphed everytime you slightly mod your engine as you can just change the curve on a laptop and upload it into the car, plus all the other features of the unit.

Mate, no offense taken, Ando can explain more on the speedway manifold,

So for my last side track of Marks thread...When are we gunna see some of these engine you helped your mates with bro.I'd be interested in seeing em and how you work as we all can learn off each other still.Keep all your secrets but a basic run down with some pics will re-enthuse some of us.

Not that it removes much, but have you compensated for the valve reliefs, and how far down the bore a piston is at tdc, plus head gasket thickness when compressed?

The first thing I would change on your list is to run the 4 barrel manifold and carb, you will be running the limits of the stock rockers with that cam and I personally would use rollers for added insurance and less head wear. 8cc pistons and a C1 head would get you in the ball park cr wise. You will need some work on the ports to chase 300hp in my opinion.

Ha Ha yeah love the hooker muffer but now it sounds tamer and makes more power, EFI FTW
 
 

Tunnel Ram hahaha you know you want to.

Replace your head with a C1 or C1A that will get you there, plus the valves are bigger standard than the unmarked heads from memory.

The CHI 3Vs have the advantage of 30 years of experience in port design, with the bonus of having been designed with computer modelling. Looking at a cross-section of 2v, 3v or 4v ports, the difference is profound. The original 3v opening sits higher, straightening out the flow, and the short-turn is nice and smooth and the pocket is nice and round too, giving the mixture a straighter shot into the cylinder. There are versions with the lower standard ports, able to be used with any 2v manifold.
 
By comparison, the factory iron heads, while excellent in their day, have lots of compromises. The opening is tall but low, forcing the mixture to squeeze tightly up the ramp in the floor, then turn around about 110 degrees to get round the short turn. The pocket is deep and looks to be a bit of a dead spot, causing loss of velocity and turbulence. 2v and 4v suffer the same problems, but much exaggerated in the 4v. They discovered that filling the port floor in a 4v with epoxy filler straightened out the flow and actually picked up horsepower, despite the port being smaller. This is the principle behind 3vs.
 
Again, factory clevo heads flow much better than most other smallblock heads around at the time, particularly Chevs. They were as good as factory iron heads could be in the late 60's.
 
The secret to 3vs flowing more despite being smaller is in the velocity, having higher speed through the port keeps momentum up and fills the cylinder more efficiently.
 
Being made of Aluminium alloy allows them to carry away much more heat from the combustion chamber, enabling higher compression before detonation is a problem, generally around 1 point more. They enable the engine to warm up more quickly. They're also much lighter, about half the weight of iron.

welcome stumpy no brown storys mate youll be safe

XE is a fuel only injection setup so runs the solid state dizzy the same as the carby models so tfi module is out, have you got an immobiliser? Do you have to redo it to start again? Could be faulty. Faulty earth is possible also or maybe a fuel pump relay, when it stalls next time try and listen to see if the pump is still running. Otherwise problems like these are a bastard to chase.