• Content count

  • Joined

  • Last visited

  • Days Won


ando76 last won the day on May 2

ando76 had the most liked content!


About ando76

  • Rank
    Advanced Member
  • Birthday 12/21/1971

Profile Information

  • Gender
    Not Telling
  • Location
  • Interests
    building stuff for x-flows and then flogging/testing them in either speedway or burnout cars.

Recent Profile Visitors

10,309 profile views
  1. If your 91 is as good as the stuff we get over here then go for the 96. I have a specific gravity fuel tester and I can tell you some of the stuff is crazy bad. Not what you need if your pushing the envelope
  2. Boosted engines require greater spring control due to a number of factors. Increased cylinder pressure, Increased ex temps being just a few. You also want to look at hardened locks and good collets for serious boosted engines that see decent rpm.
  3. See don't be fooled by the double spring debacle. Modern bee hive springs have a much better rate and control over the valve thru the complete range of movement, compared to rock ape old 80's thinking double spring garbage. Now you can get a great single beehive spring that will comfortably handle .620" lift and big duration and roller profiles. Its all about matching the spring to the cam, head flow figures with manifold attached and cam type. Get it wrong and you will waste mechanical effort at best, at worse you will wipe lobs and generally have an underperforming s..tbox. Cam manufactures guidleines are close enough for mild to medium performance applications.
  4. My exact point. If you follow the guidelines and target 12.8 you could burn a cylinder with the Redline. Modify it to 12.0 and watch 1&6 in particular and you would be on a winner. But if your spending the coin to have a nice cruiser, why not spend the coin on a manifold with even flow-balance. It's not all about making hp&torque although that is good. It's about making a happy engine. Happy engines make more power and torque and use less fuel to do it. That makes for a good cruiser in my opinion. The gain most experience when going to triples is largely due to even cylinder fill.
  5. What ignition inputs does it need. Cylinder position and a home like most - and what type of signal (magnetic - magnetic, hall - magnetic or Hall - hall). Cylinder poisition is easy enough using Hall. home could be a little difficult. Clarko and I have just finished the crossflow specific crank trigger kits. Uses msd magnets and sensors.
  6. Yeah. There are a lot of redline manifolds out there, because once upon a time, that's all you could get. Then blokes like Ian 'moo' Moody (ultraflow) and Ray Hall started to make manifolds that actually flowed close to even and weren't just a spot to put a carb on. The new Aussiespeed 2 barrel manifold is an awesome bit of kit. Very even cylinder fill. Yes they are expensive, but hey quality costs and spending hours on a dyno chasing your tail is also expensive. If the budget isn't there I'd be searching for a second hand ultraflow. I may be playing devils advocate here but I see problems ahead with getting the tune right with the Redline. Why? Because the ecu will be getting a read on the mixture and will then trim to suit and it may well trim to the point that it burns the lean (better flowing) cylinders. I've spent a considerable amount of time carb tuning these engines and doing plug reads and egt monitoring to try and get the best possible tune when you don't have ideal flow balance between runners. Its not uncommon to run different plug heat ranges, richer afr target than you normally would go just to try and keep cylinders from running lean. I've known builders to run less comp on certain cylinders to address manifold imbalance. Of course I'm usually dealing with engines that spend most of their lives between 3500&6500. It sounds like this engine will not be given a hard time so it may all work out fine. Id be keeping a close eye on plugs all the same. The algorithms and target afr's might just be too smart for their own good. Having said that if you can get into it and tell it to target 12.0 instead of 12.8 then it should all be fine.
  7. They are a massive improvement over the stock junk. I had a before and after graph on my business page but the link was with post img and now I can't retrieve it. From memory it was 20hp gain and about 40 ft lbs. when you say poor fuel over there - what octane rating is it? Just remember an alloy head will take more comp than an iron head and the c2 has a very good chamber shape (being a closed chamber) and is less prone to pinging. If you have to keep the comp below 10:1 and your looking at a cam upgrade, make sure you look at the cam grinders recommendations. Camtech cams are good at providing recommended comp. If you follow their guidelines you won't go wrong.
  8. The boys are all over it. Below is a little 2 barrel engine I recently did for a customer in Brissy. 500 Holley - Ultraflow manifold. Open chamber head with 1.86in - 1.60 ex. Bowl job and basic 3 angle seat cut. Bottom end was 250/250 deal with a tighe 140t solid. 240/240@.050 and .510 lift. Comp was 11:1. It's a good street engine that makes solid torque and hp without having terrible manners. You could pair this combo back a bit and you would be at your target. The small Aussiespeed 2 barrel manifold and a 500 Holley with something in the 215@50 and around .500" would be good for a stock valve size application. Sent from my iPad using Tapatalk
  9. I missed the news on your grandad- my respects to you and your family. Its times like this I think of Legacy - what we leave behind... Its clear to me that that he has passed on some great pearls of wisdom there. old blokes like that knew way more about loyalty, respect and honour than our current generation. His simple words of advice will serve anyone well. Love the new daily. The FG is a sweet car. Enjoy.
  10. I to have always drilled a hole opposite the 'widget'. Never had an issue on the race or burnout car. The ewp instructions didn't sit well with me. No thermostat at all is not the go. I'm doing a similar thing to you on THOR as I want the engine to actually get some heat in it. I seem to recall that they have amended their instructions on the latest kits to exactly what you have done.
  11. Yes it's a pretty decent engine considering 'visually standard manifold', '350 Holley' and peak head flow of 210cfm. It does having very good low and midlift figures and the high flow match the manifold capabilities. Kinda proves a point. And with just 12:1 comp and .584" lift it's making some snot. The metering passages were modified by GT and they are fine. Gerg gets the chocolates for correctly guessing the issue and your also on it. The main feed channel to the annular booster is too small, as are the discharge holes. No photos
  12. As usual - your all over it. The discharge holes and main supply are compromised at our power level and the length that we are carrying the power.
  13. I contacted the carb guy today who made the carb we were having trouble with. Turns out that we weren't to blame, it's not set up for the power level we have. He has had one other carb returned as it was making 250rwhp and suffered the same symptoms of ours - going lean, regardless of what jets you put in it. He said on that particular carb they tried no jet at all and it still went lean!! Well we tried jets that we drilled to 3.5mm - not as dramatic as no jet - but same result. He couldn't explain why it worked for a couple of runs and now it doesn't but has agreed to make the necessary mods to it to support the power we are making. It's a pretty serious bit of kit and is a bit of a piss take on the rules but it still complies. All I'll say is it is true annular discharge. Anyway I've sent it and the metering block down to him so he can go over everything. Fingers crossed we get a working carb back so we can start chasing numbers again. In the mean time we have the other carb and it's making plenty so we will just send it on Saturday night and hope for the best.
  14. +1 for bilstein. I run them on the race car. Did on 76 as well. Just a really really good shock and rebuildable. Sparky Dave will probably correct me, but I believe they were standard fitment on the 25th anniversary Falcons? I just remember when we build Ron's race car out of a 25th anniversary Falcon it had bilstein and they appeared OEM
  15. Gerg. Yes we have adjustable high and low speed air bleeds and I have GT's bible on emulsions. I'd like to crisp up the mixture to flat 12.3- 12.4 across the board. The manifold we are using has very even distribution so I can confidently target that without having to worry about 'lean cylinders'.