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Ran it at the track this week......IT RAN 13.70's FIRST TIME OUT!!!!
The track was like a skating rink -- no traction to be had (check out my quarters). I made seven passes, with a best of 13.704 @ 100.25. Not too bad, especially for driving it to the track 65 miles each way with full exhaust, a basically stock CJ (pulls 16" of vacuum at idle) and P225-70-14 non-sticky street tires. Oh, the engine had about 200 miles on it, so the rings are probably not seated fully yet -- it still smokes a bit if you look in headlites at night. I am assuming the car weighs about 3900# (a friend's 429 XR7 weighs 4050).
<img src="http://www.sea-tools.com/429Cougar/images/dragnite.jpg">
Yeah, I know the reaction times are bad! I was just shreading tires from the start. I tried loading the converter (really bad), just flooring it (still bad), rolling out and hitting it (better). Most runs were two full gears of tirespin (yes I drove around the water and did a dry burnout). This run was the "let it roll out"-style, but that made for really bad reaction times. Other runs not letting it roll out were in the .600-.800s (not John Force, but better ).
The temps were cool (high 60's), the car wanted more fuel now that I think about it but I didn't have a large enough jet assortment. Altitude is about 700'.
The only trick/non-stock stuff is:
a) the full mandrel-bent 2.5" exhaust. Mandrel bends do not lose diamete like die bends so, so the exhaust is a true 2.5" out the back. CJ manifolds tho'
b) A mild Crane 353941 cam (.518"/.513" 216*/228* @0.050" on a 112* LC) installed 4* advanced.
c) SCJ intake w/SCJ Holley. Ended up with 72 primary (would like to go to 76) and 84 secondary (started w/78 and gained 2 MPH with the jet change); 8.5 power valve, long yellow spring (white did not seem to bog, but I thought it was too light for this heavey car). Floats adjusted slightly high. Any suggestions or anyone with a similar setup?
d) Only 10:1 compression; using dished forged pistons that resemble the early TJ slugs. Running Autolite 24 plugs @ 0.050" gap with an MSD Blaster ignition w/Duraspark distributor. 39* total timing allin by 3K (13* initial). I tried the old standby NGK -6s but they did not work well -- maybe too cold.
e) 3.70 gears, stock CJ C6 with a stock Ford CJ 11" converter (maybe 2500 stall).
f) Milodon Megaflow exhaust valves, standard Milodon stainless valves for intake.
I think with a couple of hours of dyno and/or tuning time, 12's are in the realm of possibility! This is a good thing as the fastest CJ cars there now are running 14.30s in the Pure Stock Muscle Car Drags.
Here's a shot of the nearly finished engine compartment:
<img src="http://www.sea-tools.com/429Cougar/images/PICT0450_.jpg">
Regards,
Dan
Ran it at the track this week......IT RAN 13.70's FIRST TIME OUT!!!!
The track was like a skating rink -- no traction to be had (check out my quarters). I made seven passes, with a best of 13.704 @ 100.25. Not too bad, especially for driving it to the track 65 miles each way with full exhaust, a basically stock CJ (pulls 16" of vacuum at idle) and P225-70-14 non-sticky street tires. Oh, the engine had about 200 miles on it, so the rings are probably not seated fully yet -- it still smokes a bit if you look in headlites at night. I am assuming the car weighs about 3900# (a friend's 429 XR7 weighs 4050).
<img src="http://www.sea-tools.com/429Cougar/images/dragnite.jpg">
Yeah, I know the reaction times are bad! I was just shreading tires from the start. I tried loading the converter (really bad), just flooring it (still bad), rolling out and hitting it (better). Most runs were two full gears of tirespin (yes I drove around the water and did a dry burnout). This run was the "let it roll out"-style, but that made for really bad reaction times. Other runs not letting it roll out were in the .600-.800s (not John Force, but better ).
The temps were cool (high 60's), the car wanted more fuel now that I think about it but I didn't have a large enough jet assortment. Altitude is about 700'.
The only trick/non-stock stuff is:
a) the full mandrel-bent 2.5" exhaust. Mandrel bends do not lose diamete like die bends so, so the exhaust is a true 2.5" out the back. CJ manifolds tho'
b) A mild Crane 353941 cam (.518"/.513" 216*/228* @0.050" on a 112* LC) installed 4* advanced.
c) SCJ intake w/SCJ Holley. Ended up with 72 primary (would like to go to 76) and 84 secondary (started w/78 and gained 2 MPH with the jet change); 8.5 power valve, long yellow spring (white did not seem to bog, but I thought it was too light for this heavey car). Floats adjusted slightly high. Any suggestions or anyone with a similar setup?
d) Only 10:1 compression; using dished forged pistons that resemble the early TJ slugs. Running Autolite 24 plugs @ 0.050" gap with an MSD Blaster ignition w/Duraspark distributor. 39* total timing allin by 3K (13* initial). I tried the old standby NGK -6s but they did not work well -- maybe too cold.
e) 3.70 gears, stock CJ C6 with a stock Ford CJ 11" converter (maybe 2500 stall).
f) Milodon Megaflow exhaust valves, standard Milodon stainless valves for intake.
I think with a couple of hours of dyno and/or tuning time, 12's are in the realm of possibility! This is a good thing as the fastest CJ cars there now are running 14.30s in the Pure Stock Muscle Car Drags.
Here's a shot of the nearly finished engine compartment:
<img src="http://www.sea-tools.com/429Cougar/images/PICT0450_.jpg">
Regards,
Dan
