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itsworn · 6 years ago

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Jean Aiton’s 1992 Fox-Body LX is Basically an 8-Second Renegade Street Car

The Mustang has been around for over five continuous decades, so when it comes to building that dream car, the possibilities are seemingly endless. For Jean Aiton, that dream car was built into an 8-second Fox-body street car. “I’ve been told it’s a Renegade car that I force on the street,” Jean says. “I built the car keeping the NMRA True Street class in mind, but more than anything I built it for my enjoyment and to remain a street car.

Jean, a Sergeant at the Huntsville Police Department, left no stone unturned in his search for his perfect Mustang build. Having owned different Mustangs along with several Fox-body Mustangs over the years, he researched many different generations and drivetrain combinations, but he kept coming back to that familiar Fox-body platform.

Jean stumbled across this 1992 Mustang LX on a local Craigslist ad back in 2011. The car was powered by a stock-block 347ci engine with a Vortech V-7 YS supercharger, Lunati Voodoo cam, 170cc Dart Pro 1 heads, a T5 transmission, and 3.73 gears. Exhaust flowed through 1-5/8 shorty headers, a 2.5-inch off-road mid-pipe, Dynomax mufflers and stock tailpipes.

He met the owner at Huntsville Dragway where he watched it make a 6.88-second run at 105 mph in the eighth-mile with easy launching and granny shifting. He knew the car made decent power and had potential despite its stock computer, Super FMU, heavy wheels, stock chassis and all factory suspension.

Jean Aiton, Sergeant at the Huntsville Police Department, built his dream car, a killer 8-second Fox-body street car. After searching different Mustang platforms and combinations for his build, he knew he had to build a mean Fox-body, and he left no stone unturned. Jeans says everyone tells him its a Renegade car he forces on the street. “To each their own, but for me, nothing delivers that feeling of a sledgehammer to the face like a nasty Fox-body.”

Originally the car was painted Deep Emerald Green but is now slathered in Jewel Green Metallic after the body shop used the wrong paint code for a 1993 Bronco. Heath Terry, owner of Southside Rods and Resto in Arab, Alabama, spent 50 hours wet-sanding and fixing the mistakes made by the previous painter.

Jean’s Fox is now powered by a Ford Racing A4 302-based 8.2-inch deck block bored and stroked to a 349ci with a compression ratio of 10:1. An Eagle 5.4 crank works in conjunction with Diamond pistons via Eagle H-rods and a custom grind on a Comp hydraulic-roller camshaft. The engine was built by Dale Meers Racing Engines in Buffalo, Kentucky.

Built by Ron Sharpe of Advanced Airflow Engineering, Trick Flow Specialties heads sit atop the engine with Twisted Wedge 225cc intake runners, and a Holley Systemax ported upper and lower manifold that was previously installed on Alton Clements’ championship NMRA Renegade car. Feeding the thirst are Holley 120 lb/hr fuel injectors. Titanium intake and exhaust valves that measure 2.08 and 1.60, and he installed Crower shaft mount rocker arms. Oil is pumped through a Melling oil pump, and a Milodon 7-quart rear sump pan seals the bottom end.

“The heads were ported for the NMRA Renegade class. They were formerly on Mike Post’s Renegade car,” Jean tells us. Extensive work on both the intake, exhaust ports and bowl work with a lot of attention paid to mid-lift flow. It features titanium retainers with 8-degree keepers and locks, 1.550-inch diameter dual springs on intake and exhaust with a damper. The Seat pressure is 150 lbs. and 440 lbs. open at .600-inch lift.

To really amp up the power, a Vortech V-7 YSi with a max of 28 psi is mated to a custom throttle-body and features a Vortech 50mm cog crank pulley; the upper cog pulley varies depending on running a street or race tune. A standalone Speed Density MAF helps keep things in check, and a Blowzilla blow off valve is mounted on the 4-inch intake pipe. With the Meziere 55gpm water pump, custom radiator and twin fans pushing 3,412 cfm, keeping cool in Alabama hasn’t been an issue.

“I stayed with a supercharger rather than a turbo for a couple of reasons. I have always enjoyed the sound of the supercharger and the exhaust with the more aggressive cam profile than a turbo combo. I enjoy the car being so aggressive sounding and that also fits the look of the car,” Jean explains.

Powering Jean’s Fox-body is a Vortech supercharged Ford Racing A4 302-based 8.2-inch deck bored and stroked to a 349ci with a compression ratio of 11:1. It also features Trick Flow Specialties heads (ported for Mike Post’s NMRA Renegade car) with Twisted Wedge 220cc intake runners, and a Holley Systemax ported upper and lower manifold that was previously installed on Alton Clements’ championship Renegade car. Eagle crank and H-rods and Diamond pistons help make up the rotating assembly with the help of a custom grind hydraulic-roller Comp cam. Holley 120 lb/hr fuel injectors help feed the fuel thirst.

Adding to the orchestra are 1 7/8-inch powder coated Hooker headers that flow down to a modified 3-inch X-pipe and Spintech Super Pro Street 9000 series mufflers.

Huges Performance from Phoenix, Arizona, built the Extreme Duty 4L80E with a fully manual valvebody and transbrake. It also features a PST steel driveshaft complete with a Stifflers safety loop, and a Derale cooler with a fan keeps everything at temp. The 4,000-stall helps launch the car along with a Custom PTC Billet lockable converter. “With the 4L80E I can enjoy even highway speeds because of the overdrive. With the ability to lock my converter, at 70mph in overdrive with the converter locked I’m only at 1,200 rpm’s,” Jean says. Shifting power is provided by a Kilduff Machine shifter with polished sticks, a powder coated knobs, and transbrake switch.

Ignition components consist of an MSD 7531 Digital 7 ignition box and billet low profile distributor with crank trigger, Ford Racing wires, HVC II race coil, and NGK plugs. The 200-amp one-wire alternator was previously used in Brian Mitchell’s championship NMRA Renegade car.

The suspension is backed Strange 10-way shocks in the front and rear, front 14-150 with coilovers, and rear QA1 10-350 springs. The Ford 8.8 rearend is stuffed with Ford Performance 3.73 gears and Moser 31-spline axles. Wolfe Racecraft adjustable rear upper and extensively modified lower control arms, with a Wolfe anti-roll bar and UPR k-member, and Wolfe travel limiters. The car also has Wolfe through the floor subframes, mini tubs, solid spherical bushings, and Wolfe adjustable spring perches welded in place to fine tune the ride height.

The H.O. Fibertrends 3-inch fiberglass cowl hood is held by MRT bolt-in hood struts. Scott Rod fab inner fender and frontend panels and strut tower panels are specially made in aluminum and smoked one-piece headlights grace the front.

Weld Magnum 15×3.5 wrapped with Mickey Thompson 26x6R15 Sportsman radial rubber grace the front, and 15×9.25-inch wheels sporting Mickey Thompson 275/60-15 ET Street Street Radial Pro’s on the rear used on both the street and track. Stopping power is provided by front Aerospace Components street brakes and rear Strange Race vented disc brakes.

The cabin features all the factory interior enjoyments except for air conditioning and power steering, but a Flaming River manual rack makes steering a breeze. It still has the factory LX seats, but the back seats have been narrowed to clear the Wolfe mini tubs while still retaining the rear folding function. For safety, an 8.50 certified Wolfe 10-point Chromoly cage is tig welded inside. Jean modified the center console to fit around the Kildruff Machine shifter while still featuring two cup holders. Because street car.

The interior features stock LX cloth seats but the back seats have been narrowed to clear the Wolfe mini tubs but still fold functionally. For safety, an 8.50 certified Wolfe 10-point Chromoly cage is tig welded inside. Other safety equipment includes a Simpson 5-point harness with quick release and Stroud window net. The interior also features a Scott Rod Fabrication center console that Jean modified to fit around the Kildruff Machine shifter. He also installed custom-made billet LED laser etched buttons for the engine fan, transmission fan, water pump, converter lockup, line lock and transbrake that were made in Australia. Let’s not forget the two cup holders in the center console, well, because street car. A Wolfe parachute mount with a Simpson parachute really help to halt things with a quickness.

“The main intention of this car is to remain a streetable 8-second car. The car has good street manners considering how extensive the modifications are,” Jean tells us. “Not many cars at this level anywhere can you reach in and turn the key to start it and it stays running. Chris Terry of CTR Race Cars has done an amazing job keeping the street manners in check without any surging or bucking.

A big thanks goes to Jean’s wife Emile, and his twins Hailey and Hunter, Chris Terry for all the tuning and suspension details, Heath Terry of Southside Resto and Rods for paint and body details, Pet Herron of Pro-Tech for chassis work, Scott Rod Fab, Jason Meador of Fastang Custom Fab, Dale Meers of Dale Meers Racing Engines, UPR, and Wolfe Racecraft. Another Thanks goes out to Alton Clements and Brian Mitchell.

The new setup has yet to be tested. “We are expecting four-digit power numbers and running at our 8.50 certification won’t be a problem.”

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itsworn · 7 years ago

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There is No Shortage of Cool Muscle Cars. Check Out These Alternative 1960s & 1970s Models

Last month I presented the idea that there is no need to pout and begrudge that investors and the wealthy are ruining the hobby and making your favorite car out of reach. Thanks to the Internet, enthusiasts are able to cast a wider net, yet maintaining an open mind will help you realize there is no shortage of cool cars. The payoff will be the thrill of finding a special-interest vehicle that may not have previously appeared on your radar (plus, less negativity in the hobby). Here are some ideas to get your noggin going.

1968 Cyclone Coupe When Mercury redesigned the Cyclone for 1968, the division discontinued the convertible but added a contemporary fastback. Both Cyclone hardtop and fastback were available as base and GT models, with the fastback heavily overshadowing the coupe. Standard was a tepid 302 two-barrel, but big-blocks up to the 428 CJ were available to snag your attention. Only 1,368 of these obscurities were built (334 of them GTs), so it’s no surprise that the coupe met its demise at the end of the model year.

1970 Coronet Deluxe Tired of overpriced Mopar cartoon cars, even 383s? Then here’s your solution. The Deluxe was the lowest Coronet on the totem pole, and the top engine available was the 330hp 383 four-barrel. This is like taking the “El Cheapo” Road Runner/Super Bee formula and distilling it even more. The 1970 model has unique styling, and if you opted for the four-speed you received a 5hp bump that made the 383 identical to the Super Bee’s. If you have trouble finding one of the 13 built (U.S.-spec), get inspired and build one.

1968-1969 Tempest/LeMans The GTO got all the glory while another Pontiac performance A-Body flew under the radar: the 350 H.O. Rated at 320 horses in 1968 and upped 10 for 1969, this “High Output” engine created what could be considered Pontiac’s junior supercar, although it lacked any image, unlike the GTO. This may explain its obscurity despite 5,801 being built in 1968 and another 4,238 for 1969 (the bulk being LeMans versions). Hi-Performance Cars magazine tested one with the Royal Bobcat package and scored a 14.35 e.t.

1967 American American Motors joined the high-performance fray in 1967 with the 280hp 343 Typhoon engine. The BorgWarner T10 four-speed was the only transmission for the compact American, creating a car that was practically one gene removed from the 390-powered SC/Rambler that appeared two years later. The 343 American was available as a demure 202 two-door sedan up to the snazzy Rogue convertible. Expert Mark Fletcher believes a little more than 100 were built, yet it’s a worthy Q-ship to keep on your radar.

1970 1/2 Falcon The compact Falcon was discontinued at the end of 1969, but a slight economic recession at the dawn of 1970 gave Ford reason to introduce a cut-rate midsizer with a familiar name. The new Falcon offered the only pillared two-door among all Fairlane/Torino models, and then disappeared for 1971. The rare 429 CJ Falcon has received plenty of visibility, but have you seen a Falcon with the 300hp 351 Cleveland (even with a Shaker)? Back then, 373 people (per Marti Auto Works) sought fit to order one to try to fool the unsuspecting.

1970 Chevrolet Chevelle Chevys always command top dollar, and the 1970 Chevelle is among the most popular. So what’s it doing here? Because the big-block was not restricted to the SS for 1970. The 402 (née 396) was available as RPO LS3 with 330 hp. Sure, you didn’t receive the SS’s domed hood and fancy gauges, but you could opt for D88 skunk stripes and look the part. Despite 9,338 402 Chevelles being built, they can be hard to come by, so consider the more numerous, affordable (and low-compression) 1971-1972s.

1968-1969 Oldsmobile F-85/Cutlass What’s interesting about these cars is that the basic 350 four-barrel (standard on Cutlass Supreme, optional otherwise) put out 310 hp and 390 lb-ft of torque, impressive for a pedestrian vehicle. The 1970 Rallye 350 made do with the same equipment but looked the part and is uncommon; these regular models have clean styling and are easy to find. It’s certainly no W-31, but the 350 responds well to mods and actually may be more impressive in terms of horsepower per cubic inch than the 4-4-2’s 455.

Doll Packages An April 1969 Oldsmobile document titled “The Complete Automotive Performance Car Scene” reads: “Recently among younger enthusiasts, a trend has been developing appearance packages aside from power train considerations …” Automakers began to offer candy normally associated with performance cars for regular models: mags, custom steering wheels, racing mirrors, white-letter Wide Ovals, spoilers, monochromatic and blackout themes, and rear slats. The Cutlass shown here could feature GT stripes and Super Stock II wheels with a six; the 1972 Plymouth Satellite coupe could have a 318 with the V24 hood and decklid stripes plus spoilers. You get the idea.

Malaise Muscle Cars I was too young to know the 1970s sucked, but, like music from the era, there is so much that’s cool too. When manufacturers began to pretend that high performance never existed, they touted handling prowess instead. The 1975-1976 Buick “Free Spirit” pace cars, 1973-1977 Pontiac LeMans GTs, and 1974 Mercury Montego hardtop with the “daringly fresh” Montego Sports Appearance Group are unusual, rare, and need boosters to save them from obscurity.

Wes Drager scored this 1968 Cyclone GT coupe for $6,800. Only 125 were built with the 390/auto.

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itsworn · 7 years ago

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5.0L Fistfight, part 4 : The Storm Rages On

Okay Car Crafters, stuff just got real. Our 5.0L Fistfight began innocently enough, with a comparison between the stock H.O. 302 Ford and LB9 305 TPI Chevy. Part two brought an array of fuel-injected mods, including TFS aluminum heads, Comp cams, and EFI-specific intakes. We rounded things out in part 3 with the perfect combination of carburetion and nitrous oxide. The use of CNC-ported, 170-cc 11R heads on the Ford allowed it to surge ahead in power production (with no similar heads available for the small-bore 305), but careful tuning in part three allowed the Chevy to make up ground once we added nitrous to the mix. For Chevy fans still complaining about the 11R head swap on the Ford, rest assured the Chevy will exact revenge here in part 4, but you’ll have to wait until the end to find out how. For part four, we decided to introduce boost to the equation by adding a TorqStorm centrifugal supercharger to the mix. In keeping with the spirit of the competition, both the Ford and Chevy received the same supercharger, pulley ratios and blow-through carburetor. How did they do? Let’s find out!

In preparation for the supercharger, we elected to configure the 5.0L duo once again with carburetion, but instead of the single plane intakes, we opted to install dual-plane intakes. For those questioning our use of dual planes on a blow-though application, put your fears to rest- it not only worked, it worked well. For the Chevy, this meant removal of the Edelbrock Victor Jr. intake and installation of a dual-plane, Performer RPM Air Gap. The Air Gap was combined with the same Holley 650 Ultra XP carb run in part three, but an interesting thing happened, the 305 (and 5.0L Ford) made more power with the dual plane intake. Equipped with the Performer RPM Air Gap, the 305 Chevy produced 381 hp at 6,100 rpm and 361 lb-ft of torque at 5,100 rpm. Satisfied we had made the right intake choice, it was time for some boost.

Boost for the Ford and Chevy came from the boys over at TorqStorm. The centrifugal supercharger offered a number of desirable features, including billet aluminum construction, a proprietary ceramic bearing system, and coating of internal components for temperature and wear control. Perhaps the most important part of the equation was that the supplied supercharger was capable of supporting over 700 hp on the right application, easily more than we had planned for either of our engines. The kit included the supercharger, mount, blower and crank pulleys (and spacer), along with the belt, tensioner, and new low-profile carb hat. Also included were couplers, tubing and a blow-off valve to connect the supercharger to the carb hat. Installation was beyond simple, with no need to supply oil to the blower or drill and tap the oil pan to serve as an oil return. Every nut and bolt, hose, clamp and belt needed for the installation was supplied in the kit. Bolting on the supercharger took less than 1 hour from start to finish, even less on the Ford (we already had practice).

To ensure adequate fuel delivery under boost, we swapped out the 650 Ultra XP for one modified by the blow-through experts at Carb Solutions Unlimited (CSU). The CSU carb featured a variety of modifications designed to optimize performance on a blow-through application. Having used this carb countless times in the past, we can say it was both effective and versatile, allowing us to dial in the air/fuel mixture on anything from a supercharged 4.3L V6 to a twin-turbo, stroker big block. The CSU carb was installed on the awaiting Performer RPM using a 1-inch Wilson spacer. The spacer provided the necessary vacuum ports for the dyno readout and blow-off valve. The discharge tube supplied by TorqueStorm featured a provision to supply boost to the fuel pressure regulators, which increased fuel pressure (to the carb) in proportion to boost. Equipped with the supplied 8-inch crank and 3.25-inch blower pulley, the TorqStorm supercharged 305 Chevy produced 559 hp at 6,000 rpm and 501 lb-ft of torque at 5,500 rpm.

The Ford 302 was given the same dual-plane intake treatment as the 305. On the Ford, we replaced the single-plane Funnel Web with a dual-plane Eliminator intake from Speedmaster. Fresh from testing in part three with the nitrous, the high-mileage 302 Ford was still sporting the XE274HR cam and TFS 11R cylinder heads. Equipped with the dual-plane Eliminator intake, the modified 5.0L Ford produced 422 hp at 6,400 rpm and 392 lb-ft of torque at 4,000 rpm. After installation of the very same TorqStorm supercharger, pulleys and CSU carburetor, the power output jumped to 619 hp at 6,200 rpm and 537 lb-ft of torque at 5,900 rpm. Thanks to the CNC-ported, 11R cylinder heads, the Ford started out 43 hp stronger than the Chevy. This increased to 65 hp under boost, which isn’t unusual as boost is often times a multiplier of the original power output. This multiplier effect is why we always recommend starting with a powerful normally aspirated combination before adding boost.

While it might seem the Ford came out on top-thanks to us cheating up the 5.0L with ported heads, that isn’t the whole story. The 305 Chevy might be at a disadvantage due to the smaller bore size and attending availability of cylinder heads, but we have now reached a limitation specific to the 5.0L Ford. It is at this power level that the strength of Ford block comes into question. The lightweight, thin-wall casting might make the Ford block initially appealing, but care must be taken when subjecting it to excessive cylinder pressure. We’ve seen late-model Ford 302 blocks split with even less power, especially when subjected to the shock loads of a drag-race launch. By contrast, the small-bore, Chevy 305 should offer improved strength over the Ford, allowing owners to not only safely run this current power level, but take the combination even further, closer to the flow limit of the TorqStorm supercharger (north of 700 hp). Add some forged pistons with valve reliefs, slightly wilder cam timing and ported TFS heads and the Chevy boys will putting some hurt on the 5.0L Ford. Add boost, and possibly an intercooler, and you can not only reach, but easily exceed 619 hp produced by the blue-oval boys. The Ford may have won this battle, but we’d pick the strength of the Chevy block if we actually had to go to war.

After running them stock, modified, and finally, in carbureted trim with nitrous, it was time for the 5.0Ls to experience the joy of boost!

The 305 Chevy short block was in pristine condition when we started with our modifications. Note use of the Fel Pro head gaskets once we installed the TFS heads.

Back in part two, the Chevy received a Comp XR276HR cam. The hydraulic roller cam offered 224 / 230 degrees duration, 0.502 / 0.510-inch lift, and a 110-degree lobe separation angle.

The TFS Super 23 heads used on the 305 offered a dramatic increase in flow over the stock iron heads (from any 305). Credit the 175-cc intake ports, a 1.94/1.50 valve package and 56-cc combustion chambers.

For this test, the single-plane, Victor Jr. was replaced by an Edelbrock Performer RPM Air Gap intake.

Feeding the Air Gap intake on the 305, and Eliminator on the Ford, was this 650 Ultra XP carburetor from Holley.

Run in normally aspirated trim with the dual-plane Air Gap intake, the 305 Chevy produced 381 hp and 361 lb-ft of torque.

The TorqStorm kit included this crank pulley spacer designed to be run in conjunction with the factory crank pulley.

Using the spacer and supplied mounting hardware, we bolted the lower crank pulley in place.

10_Next, we bolted the mounting brackets to the cylinder head and installed the TorqStorm centrifugal supercharger.

We liked the tensioner supplied with the kit. Belt tension is often a problem with superchargers, but the system on the TorqStorm kit worked well in all of our testing.

The kit also included this blow-off valve to eliminate pressure spikes that occur under high-rpm/boost lift-throttle situations. The vacuum/boost operated valve also allowed excess flow from the blower to escape under light-throttle, cruise conditions.

New from TorqStorm, the supplied kit featured this low-profile carb bonnet. The design will certainly help with tight hood clearance applications.

Run on the dyno with the TorqStorm supercharger kit, the supercharged Chevy produced 559 hp and 501 lb-ft of torque.

The 5.0L Ford also received an intake swap. The Funnel Web run in part three was replaced by this polished Eliminator intake from Speedmaster.

Both the Ford and Chevy were run in supercharged trim with this dedicated blow-though carburetor from Carb Solutions Unlimited.

Both the Ford and Chevy received sufficient spark energy from MSD distributors combined with a 6AL ignition amplifier.

Run in normally aspirated trim with the CNC-ported, TFS 11R heads, the little Ford produced 422 hp and 392 lb-ft of torque.

The TorqStorm kit supplied for the Ford positioned the blower on the passenger’s side. Installation was quick and easy, requiring that we bolt the mounting bracket to the cylinder head.

Next, we secured the blower/tensioner mount to the cylinder head bracket.

We then installed the centrifugal supercharger in place using the supplied Allen-head retaining bolts.

Both the Ford and Chevy were run with the same supercharger and 3.25-inch blower pulley.

Run in anger under boost, the supercharged Ford produced 619 hp and 537 lb-ft of torque, but know that this is well within splitting territory of the thin-wall, factory 5.0L block.

Carbureted 305 Chevy-NA vs TorqStorm Boost

After replacing the single-plane intake in part three, we ran the 305 Chevy with a dual-plane, Performer RPM Air Gap intake with positive results. Run in normally aspirated trim, the 5.0L Chevy produced 381 hp at 6,100 rpm and 361 lb-ft of torque at 5,100 rpm. After installation of the TorqStorm supercharger, the power output jumped to 559 hp at 6,000 rpm and 501 lb-ft of torque at 5,500 rpm. This represented a gain of 47% over the normally aspirated combination.

Carbureted 302 Ford-NA vs TorqStorm Boost

The 5.0L Ford was given the same treatment, by replacing the Funnel Web intake with a dual-plane, Eliminator from Speedmaster. Run with the dual plane and CNC-ported Trick Flow 11R heads, the 302 Ford produced 422 hp at 6,400 rpm and 392 lb-ft of torque at 4,000 rpm. After installation of the TorqStorm supercharger, the power numbers jumped to 619 hp at 6,200 rpm and 537 lb-ft of torque at 5,900 rpm. The TorqStorm increased the power output of the little Ford by over 46%, making it consistent (percentage wise) with the gains offered on the Chevy.

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itsworn · 7 years ago

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The 5.0 Fistfight, pt. 2

The best thing about the 5.0L Ford is how well it responds to after market modifications. Can the same be said of the small-bore Chevy?

If missed part 1 of our 5.0 Fistfight, we pitted these two 5.0-liter heros of yesteryear against one another in stock trim. The 5.0L H.O. Ford, with its 4.0-inch bore and 3.0-inch stroke was sent into battle with the LB9 5.0L TPI Chevy. The Chevy offered 3 extra inches of displacement (despite the identical 5.0L designation) and a bore and stroke of 3.736 inches by 3.48-inches. Despite a sizable difference in bore and stroke, the two engines produced very similar power numbers. In fact, the difference can be attributed more to the mileage and overall condition of the motors than the actual components. The high-mileage 5.0L Ford was at somewhat of a disadvantage compared to the factory-fresh 305, which had been pulled from the assembly line back in the early ‘90s for use by the Chevy race shop. The little 305 was stuck in a corner and never used, eventually finding a home here at Westech performance. Upon disassembly, the engine was found to be in pristine condition, with all the factory gaskets, sealer, and even cross hatch. It might be the lowest actual mileage TPI 305 in the country, or even the world. What we won’t do for our readers!

To demonstrate how well the respective 5.0Ls responded to performance upgrades, we decided to treat the pair to new heads, cams, and intakes. We decided to keep things as even as possible by selecting a comparable trio of performance components. Obviously, there are endless combinations that can be created, but we selected parts based on a combination of power potential, drivability and visual appeal.

Enough talking, let’s get the wrenches flying. First on the chopping block was the Ford. Off came the stock heads, cam, and intake to make room for products from TFS and Comp cams. The one area the 5.0L Ford has a definite advantage over the Chevy is parts availability. What? How does a Ford have more parts available than a small-block Chevy? Well, the small bore used on the 305 Chevy eliminates almost every cylinder head made for the small block. By contrast, the 4.0-inch bore on the 302 Ford allows use of every available after market Ford cylinder head, something we take full advantage of in part 3. For now, we kept things even by selecting comparable heads for both. The best head for the Chevy was from the Super 23-degree aluminum heads from TFS, so we chose the similarly-sized Twisted Wedge 170 heads from TFS for the Ford. The Twisted Wedge heads all but revolutionized the Ford market when introduced, and they remain a top condender still today. They features 170-cc intake ports, a 2.02/1.60 valve package and 61-cc chambers. Even better, they offered an additional 80 cfm of flow per runner compared to the stock E7TE iron heads.

The heads obviously needed a suitable induction, and once again TFS came to the rescue with their Track Heat upper and lower intake. Designed for street / strip use on a modified 5.0L, the Track Heat features 12.2-inch runners, which position this intake solidly between the (longer) Street Burner and (shorter) R-series intakes. We fed the intake with a 75-mm Accufab throttle body and 65-pound injectors. All testing was run using a Holley HP management system. The final modification was to upgrade the factory 5.0L cam with an Xtreme Energy grind from Comp cams. The XE274HR has been a 5.0L favorite for decades now and offers 224 / 232-degrees duration, 0.555/ 0.565-inch lift, and a 112-degree lobe separation angle.

With everything installed, we were rewarded with peak numbers of 376 hp at 6,000 rpm and 355 lb-ft of torque at 5,300 rpm, an improvement of 115 horsepower! With the Ford finalized, it was time for the Bowtie boys.

The 305 TPI Chevy was given the same treatment as the Ford, starting with a complete disassembly down to the short block. Opening up the LB9 was like stepping into the WABAC machine with Peabody and Sherman. We almost hated violating the sanctity of the time-warp, TPI engine, almost! Like the Ford, the Chevy received a Comp camshaft, XR276HR, that offered a nearly identical 224/230-degrees of duration, but the lift was a tad less, measuring 0.502 / 0.510 -inch. The Chevy cam also offered a tighter 110-degree lsa. The cam was combined with Trick Flow Super 23 175cc heads designed for the small-bore application. These heads feature 175-cc intake ports, 1.94 / 1.50-inch valves and 56-cc combustion chambers. Like the Ford heads, the Super 23 heads from TFS offered sizable flow gains over the stock TPI heads and were capable of supporting nearly 500 hp on the right application. As with the Ford, we requested valve springs suitable for our hydraulic roller cam profile.

Now that the Chevy was upgraded with new heads and a cam, it was time for an induction system. Choosing the right intake for the 305 was slightly more difficult, as we wanted to maintain the TPI style without limiting power production. Rather than choose an after market version of the long-runner TPI manifold, we decided to go with Holley’s Stealth Ram. Basically a tunnel ram lower with a boxy upper intake, the Stealth Ram offered plenty of power potential while maintaining the look and feel of the TPI. The Stealth Ram was combined with a dual 58-mm throttle body from Holley, an MSD distributor (like the Ford), and run on Westech’s Superflow dyno using the Holley HP management system. Once dialed in, the modified 305 produced peak numbers of 370 hp at 6,100 rpm and 349 lb-ft of torque at 4,800 rpm. Though this round went to the Ford, it is amazing how close the two were in modified form, despite the obvious difference in performance components. Ford and Chevy guys can argue all they want, but the fact is that both 5.0Ls have plenty of power potential. Check back with us next time when we replace the fuel injection with carburetion and throw the Chevy guys under the bus with a head swap on the Ford.

5.0L Ford-Stock vs Modified Run in stock trim, the 5.0L Ford produced 261 hp and 322 lb-ft of torque. The stock cam, heads and long-runner intake limited power production beyond 5,100 rpm, but things changed for the better once we modified it with a set of TFS Twisted Wedge heads, a Comp XE274HR cam, and a Street Heat intake, the power output jumped to 376 hp and 355 lb-ft of torque. The combination bumped the power output by 115 hp and 333 lb-ft of torque, and allowed the 5.0L to pull strongly to 6,500 rpm.

5.0L Chevy-Stock vs Modified The modifications to the TPI 305 offered similar results. Run in stock trim, it produced 267 hp at 4,700 rpm and 333 lb-ft of torque at 3,700 rpm. These numbers jumped to 370 hp at 6,100 rpm and 349 lb-ft of torque at 4,800 rpm once we installed the TFS Super 23 heads, Comp cam and Holley Stealth Ram intake.

Modified 5.0L Fistfight-Ford vs Chevy Comparing the modified 5.0L Ford to the TPI Chevy, we see the Ford had the slight edge in power. In the big picture, a difference of 5-6 hp is hardly a clear win, but Ford guys won’t let that stop them from celebrating. What is more important here is that, even after the mods, our fabulous 5.0s were still running neck and neck in terms of power production. Things will change in part there when we upgrade them once again and replace the fuel injection with carburetion.

Starting with the 5.0L Ford, we stripped it down to the short block by removing the stock intake and cylinder heads. Note the double eyebrow pistons and use of Fel Pro 1011-2 head gaskets.

The first thing to go was the wimpy stock 5.0L camshaft, replaced by a healthy Xtreme Energy grind from Comp Cams. The XE274HR has 224/232-degrees duration, 0.555- / 0.565-inch lift and a 112-degree lsa.

The stock E7TE heads were replaced by a set of TFS Twisted Wedge 170 Ford heads, which flow 80 cfm better than the stock E7TE heads. We used ARP head bolts for both engines.

The Twisted Wedge heads were topped with a matching Trick Flow Specialties Track Heat intake. The lower intake was installed with a set of 65-pound injectors and the stock 5.0L fuel rail.

The Track Heat manifold’s upper and lower halves combine to form 12.2-inch runners that offered exceptional torque production without limiting peak power. Style-conscience engine builders will appreciate the matching, cast-aluminum valve covers.

We used Accufab’s 75mm throttle body to feed the engine.

Equipped with the TFS Twisted Wedge heads, upper and lower Track Heat intake and Comp XE274HR cam, the modified Ford 302 produced 376 hp at 6,000 rpm and 355 lb-ft of torque at 5,300 rpm, an improvement of 115 hp.

Next up on the dyno was our TPI 305 Chevy, probably the most well-preserved example of this engine family.

Like the Ford, the LB9 Chevy was stripped of its induction, heads, and camshaft, then treated to Fel Pro head gaskets. The Chevy shared the 4-eyebrow piston design with the Ford. This little TPI Chevy was in pristine condition.

We replaced the stock cam with one from Comp that closely matched the one we installed in the Ford. Comp’s XR276HR cam has 224/230 degrees duration, 0.502 / 0.510 lift, and a 110-degree lsa. Short of a custom cam, this was as close as we could get to the cam in the Ford.

The Chevy also received a set of TFS aluminum heads to replace the stock iron heads. Trick Flow’s Super 23 175 heads were designed for the 305’s small-bores. They offer exceptional flow and small, 56-cc combustion chambers to maintain compression on the 305.

Like the Ford, the Chevy received aluminum roller rockers to maintain accurate valve train geometry. Lunati supplied this set of 1.5:1 rollers for the Chevy.

Knowing the TPI’s long-runner intake manifold limited power, we replaced it with Holley’s Stealth Ram, starting with the lower intake. We re-used the same 65-pound injectors run on the Ford. We used the same Holley HP EFI system as the Ford, and the settings for the 302 were almost perfect for the 305 Chevy.

The upper intake was installed using the supplied hardware, and we fed the Stealth Ram with Holley’s dual 58mm throttle body. Note our drive-by-(bailing) wire throttle actuation!

Run on the dyno with the TFS heads, Comp cam and Holley Stealth ram, the little 305 Chevy pumped out 370 hp at 6,100 rpm and 349 lb-ft of torque at 4,800 rpm. Round two goes to the Ford, but not by much!

The post The 5.0 Fistfight, pt. 2 appeared first on Hot Rod Network.

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itsworn · 8 years ago

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302 Ford vs. 305 Chevy! Part 1: Intro and Baseline

Who did it best back in the late-1980s and early 1990s, the 5.0L Ford or TPI Chevy?

OK, fellow travelers, let’s crank up the DeLorean to 88 mph and venture back in time to the start of the modern muscle-car era. Some may not remember, but there was a time when production cars weren’t running around with 400, 500, or even 600 hp, to say nothing of 700-plus-horsepower Hellcats! Back when Billy Idol was dancing with himself and Cindy Lauper just wanted to have fun, the power outputs of the hottest Camaros and Mustangs were literally half of what they are today. The ponycars wars were still being waged, but many carbureted fans thought the introduction of (then-new) modern fuel injection would surely spell the end of performance. History has shown those doomsday predictions not only to be unfounded, but that the reverse was actually true. The injected 5.0L H.O. Mustang and TPI Camaro were the performance predecessors of the killer Coyotes and Z/28s we have today. To show our respects to all things 1980s (and early 1990s), we had a shootout between a 5.0L H.O. 302 and an LB9 TPI 305. We’d then use these humble beginnings to illustrate how to bring them up to the current level of performance, if such a thing is even possible.

Looking through the years, we see Chevy’s LB9 TPI 305 was first offered in 1985 as a replacement for the LU5 Crossfire engine. The LB9 shared most of the carbureted L69 H.O. engine’s components, but the difference was the unique, long-runner EFI induction system. The lengthy intake runners produced a massive amount of torque, but limited power production at higher engine speeds, especially on the larger L98 350 engine. From 1985–1992, the LB9 was offered in outputs ranging from 190 up to 230 hp, and as much as 300 lb-ft of torque, with the major differences being cam profile and exhaust configuration. The specs on the original cam profiles used for the LB9 varied by as much as 0.065-inch lift and 27 degrees, but this mattered little to us, as we plan to replace the factory cam ASAP. As luck would have it, Westech had an iron-headed LB9 305 stuck under a shelving unit. Apparently, it was not one of the shop’s most popular test engines, but we were excited about scoring such a pristine TPI 305.

By contrast, the 5.0L Ford 302 was rated at 225 hp and 300 lb-ft of torque through most of its run in EFI configuration from 1987–1993. Fuel injection actually first appeared in 1986 with the one-year-only, 200hp version of the engine. The 5.0L continued in the 1994–1995 Mustangs with a slightly revised induction system, but despite being re-rated by Ford down to 205 hp in 1992, every 5.0 we have ever tested made the same power. Though both the Chevy and Ford displaced 5.0L, they did so with dramatically different bore and stroke specs. The 302 Ford combined a 4.0-inch bore with a 3.0-inch stroke. This compares to a 3.736-inch bore and longer 3.48-inch stroke for the 305. The 305 Chevy is often chastised for its small bore, but under the operating conditions the stock engines were intended to run, the bigger bore is of little benefit. That may change once we start the modifications, but for now, the fact that both engines produced nearly identical power shows there is more than one way to skin the proverbial performance cat.

Our good pal, Mark Sanchez, found our test engine, which was part of a recent take-out that included the complete T5 five-speed transmission. You can also find 5.0 engines in fullsize trucks, Thunderbird and Mercury Cougar, or a GT-40-equipped Explorer. Though Ford dropped the 5.0L in favor of the Modular engine in the 1996 Mustang, it continued to use the little Windsor in the Explorer through 2001. With the exception of the T-bird, all of these applications would offer slightly different 5.0L configurations, but would all provide a solid foundation for any 302 buildup. While 1994–1995 H.O. motors offered a revised intake (and larger throttle-body) to fit under the hood of the new platform, there was little (if any) change in power.

To establish our baseline, we configured each engine for dyno use. Off came all of the accessories, while the induction system was stripped away to the bare throttle-body. Since we employed a stand-alone Holley HP management system, it was unnecessary to use the MAF and associated intake tubing. We found that the stock injectors in both of these high-mileage engines were long since clogged, but the stock Ford injectors cleaned right up. We replaced the stock TPI injectors with a set from a Gen VI 454 truck. We ran both engines with a Meziere electric water pump and 1-3/4-inch long-tube headers. Both of the factory combinations were run with the same air/fuel ratio (12.9:1) and each received the timing value that maximized the power output on the 91-octane pump gas. Additionally, both engines received new MSD distributors, because neither of them would be run with their respective factory ECUs.

First up on the dyno was the 5.0L Ford. Run with the diminutive, stock throttle-body feeding the H.O. upper and lower intake, the 302 produced peak numbers of 261 hp at 5,100 rpm and 322 lb-ft of torque at 3,500 rpm. Though the big bore and short stroke suggested a high-rpm combination (like its cousin, the Boss 302), the 5.0L Ford excelled much more at low-speed power and torque production. Note that the peak power occurred at just 5,100 rpm. The long-stroke Chevy followed suit with peak numbers of 267 hp at 4,600 rpm and a slightly higher 332 lb-ft of torque at 3,700 rpm. Like the Ford, the Chevy was run with long-tube headers that helped power production, but since both combinations were run in identical trim, the relative power numbers were accurate and comparable. Given their original ratings, it’s not surprising the two offered near identical power outputs, with the differences being a function of the amount of mileage logged by each over the years. Check back with us next time to see how your favorite 1980s muscle motor responded to the first round of modifications.

5.0L Fist Fight: 302 Ford vs. 305 Chevy

Run in stock trim with unknown mileage, the two competitors offered surprisingly similar power curves and peaks. The Ford produced 261 hp and 322 lb-ft of torque, but the Chevy countered with 267 hp and 332 lb-ft of torque. Given the near-identical original power ratings, we suspect the condition (and mileage) of the engines had more to do with the results than things like bore and stroke. With our baseline numbers established, look for some 5.0L mods on the next test.

Though sharing the basic long-block with the carbureted H.O. L69, the LB9 featured a unique Tuned Port Injection. The long-runner EFI system offered slightly more power and torque than the L69, but the TPI’s intake would eventually become the limiting factor for increased performance.

Despite being blessed with a larger bore and shorter stroke than the Chevy, the 5.0 Ford also featured a long-runner induction system designed to optimize power production lower in the rev range. Chevy’s Klingon Warbird design definitely offered the most eyeball appeal.

Feeding the TPI was a front-mounted, dual 48mm throttle-body.

The Ford relied on a single 60mm throttle-body. The big single offered slightly less surface area than the twin 48mm unit on the Chevy, but actually outflowed the Chevy. Throttle-body flow, however, was not limiting the power output of either of these stock engines.

The Chevy’s injectors were clogged from years of sitting—apparently, no one wanted to test the 305! We swapped in a set pirated from a 1997 Gen VI 454.

The 19-pounders in the Ford were in better shape, as a quick clean and flow on the ASNU machine netted injection perfection.

Since we ran both motors with a Holley HP ECU, we swapped out the factory small-cap HEI distributor for an MSD unit.

The Ford likewise received an MSD distributor to replace the TFI factory distributor.

We ran the Chevy with a set of 1-3/4-inch long-tube dyno headers feeding collector extensions. This configuration offered considerably more power than the factory exhaust manifolds.

The Ford received long-tube headers as well. This set of coated Hooker Super Comp headers was designed for a Fox-body application. The Ford headers also received collector extensions, which were important for torque production.

Run on the dyno in otherwise stock trim, the 305 produced peak numbers of 267 hp at 4,600 rpm and 332 lb-ft of torque at 3,700 rpm.

The 5.0L Ford netted similar performance, with peaks of 261 hp and 322 lb-ft of torque. With a few extra horsepower and 10 extra lb-ft of torque, the Chevy took round 1, but will that gap remain after we start changing parts?

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