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72ESA

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  • My Car
    1971 Mach 1
    1972 Comet GT

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    Ontario, Canada
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    Undisclosed

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  1. I know, it’s been awhile....no less respect for this Mustang generation or the folks that love them! Been having some serious fun despite the travel restrictions imposed upon us this year. No trips to the USA, but we got out in our own back yard a bit. 😊 New PB since the last post...10.85 at 121 mph - 1.41 60ft.
  2. H-code '71 Mach 1 with a powder coated bumper to masquerade as a '72 Sportsroof in NHRA Stock Eliminator with an HO/C4 automatic combination.
  3. My race car interior needs a facelift! I would be interested in anything for a Medium Blue interior.....excluding carpet and the seats. Seat backs, dash pad, A-pillar trim, kick panels, rear side panels and upper trim pieces(forget what they're called officially).
  4. No sponsors....just the potential contingency payback from an eliminator win or runner-up. I work in the performance aftermarket business and that helps to save significantly on parts.
  5. I met Mr. Buchanan at the US Nationals a few years ago...I was spectating. He gets a lot from his '73 combination...very fast in his class.
  6. 2018 season is a wrap....managed a personal best of 10.93 at 119.94 mph back in July. This pic was taken at Maple Grove Raceway during the Dutch Classic NHRA National Open in September.
  7. Closer to 7200 Chuck. I guess I didn't allow enough for convertor slip. Thanks for joining the site. I actually hooked up 5 years ago..... just been hiding.
  8. Some subtle differences between the two - Indexes are 3 tenths quicker in the NHRA. 12.00 vs 11.70 in E/SA. IHRA allows one battery in the trunk; NHRA wants one of equal size/weight left up front. NHRA will not allow aluminum diff carriers unless OE for the car. You can use a 10.5 wide slick in the IHRA. Nine is the max in NHRA; 30" dial for both.....I think that's most of them. The minimum weight for my combo in "E" is 3420lb including the driver.
  9. Without going into a great deal of detail, the rules tie your hands in a couple of key areas; air flow and rotating weight(no power adders of course). Lots of changes in recent years - any valve job is acceptable, roller rockers are OK now and you can bore to +.080". The IHRA makes their rule book available to anyone online in digital format.
  10. Sorry David, no video - we'll capture some this year. The shocks are Calvert 90/10 with fixed valving in the front and Strange double(compression & rebound) adjustable in the rear. We use Calvert traction bars with Flex-Form composite mono leaf springs along with stock type front suspension that features upgrades from Open Tracker and Global West. Frame connectors keep things rigid. The engine is a '72 351C HO rated by the NHRA at 325hp. It actually produces closer to 500. The rules allow the use of a Ford aluminum dual plane intake along with a 780 Holley vac secondary cab. The trans is a C4 with a Dynamic converter that stalls at approx. 5400 rpm. Rear end is currently stuffed with 5.14 gears spinning 9 x 30 radial slicks.
  11. Nothing better than a copy of a "real" magazine that features your car. I have copies from 35 years ago that are treasures to me..... and probably no one else, but I just love digging them out now & again.
  12. Making some progress towards my goal of running at least a second quicker than the NHRA E/SA index of 11.70 sec in the 1/4 mile. As of last September, the best run has been 11.055 at 118 mph. A few more upgrades in 2017 will get the car into the 10's at over 120.
  13. This information may not be relevant to the purpose of the topic, but it is an indication of how much weight may be removed without radical body panel or glass modifications. My '71 "H" code Mach 1 is a legal NHRA Stock Eliminator race car that weighs 3,000 lbs. before adding ballast and driver weight to reach the necessary scale weight for my class. We are allowed to remove components such as o.e.m wiring, wipers, heater, back seat and original fuel tank. It has Wilwood disc brakes up front/stock drums rear. The stock leafs have been substituted with one piece composite style springs. A roll bar and frame connectors were added to the chassis for strength and safety. The standard interior retains original seats and dash - no console. For classification purposes we call it a '72 with 351CJ horsepower rating of 266. Probably some excess weight left, but for now, we're done!
  14. It's been 2 years since my original post on this thread. Countless hours of garage time and a great deal more learning than racing! Time for an update. The plan from the beginning was to concentrate on the platform rather than becoming obsessed with chasing elapsed time results with the initial engine combination. We knew that the chassis would deliver continually improving numbers if it had the right pieces from the beginning. With a sound foundation, the addition of more power could be predicted to get the program where we needed to be. After a couple of testing days and some frustration with timing a locked-out advance distributor, the car was posting some acceptable results. Circumstances would prevent us from making any meaningful 1/4 mile runs this year; the posted results are from 1/8th mile competition. Our development engine was an NHRA Stock combination based on the 1972 351C CJ with a factory rating of 266hp that is refactored to 328hp for class designation purposes. At 3400lb. we ran a best of 7.49 @ 90.18 MPH. Next season, the package will be a '72 HO based piece which is 275hp factored to 325. The car will be in the same weight to horsepower class, but most would consider the solid lifter HO to be a superior option. It is favoured by most, if not all of the active Cleveland-based Stockers.
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