466 ranger build

Res, thanks. It was a long time coming to get it there.

JC, I ned the jet extensions in the rear to keep the jets in the fuel. Remember this is a mud truck and I hit some bumpy tracks and pull my front off the ground regularly.

Randy, that's the plan for now. I knew about the front and rear to make sure the spray bars were clear, but do the side flat spots on top of the cloverleaf hurt anything? Lee was saying to remove the front and rear entirely leaving the veins into the runners rounded and for the sides make the top rounded into the plenum so that the fuel/air mix doesn't have that hard turn on the sides. I had a 1" open spacer, but not a 1/2" open, so when I do the intake, I'm going to add in that 1/2" and see if it picks up any more.

Nice!

I'm really happy with the outcome, and I have to say it sounds really mean on the dyno.

Something I forgot to mention last night is my many many thanks to those the helped get me done. Namely Dave Freelander for porting, flowing, and setting up my heads, Lem Evans and the staff over at BFEvans Race parts for getting me that right parts quickly and for spec'ing out my cam. And last but not least my local machinist, George Cox at Performance Machine for doing the work on the bottom end and making sure I assembled the short block correctly.

Good job.

rmcomprandy wrote:A #99 Holley jet is .125" and unless it was removed, there is a power valve in the primary side of a #7320.
If that is the case, a .138" secondary jet would be about square.

The Barry Grant "jet extensions", (not Holley's), are huge and go OVER the jets.

It's got power valve plugs front and rear. Lee was saying the same abou them being square with all considererd with the extension in the rear. How do the Barry Grant extensions work? By looking at them it looks like you leave the jet in the metering block and these just slip over them, acting like a funnel to keep fuel at the jet. Or am I completely wrong?

Got it out for the 1st time to run it. It was sounding great on Friday night when we did some short test launches and loaded it up on the trailer for Saturday. We had to laugh a little when I fired it up in the pit area and every person we could see stopped what they were doing and started to walk over to me and see what was up. I got a ton of compliments on how it sounded. I signed up for 36", 39.5", and 44" tire classes, moved the truck to the shade in the staging area and waited my turn. There is a slight flat spot in the carb where it's transitiong from the idle circuit to the intermediate. It's only noticable when I try to ease on the throttle, if I lay into it, it goes right by it. Anyway, my turn came up to run and I went to stage. Here's the truck on 35's (skinny 10.5" wide on front and 14.5" wide on the rears):



And my run:



You can see and hear they my tranny started slipping really bad and sent me to the rev limiter. I originally just figured I'd gotten out of the groove and was high centered in the mud. I shifted from 1st to 2nd at about 10', and was in 3rd by 20' seeing the shift light in all 3 gears! Pulled it out, let it cool off, gave it a quick wash down and changed tires to my 38.5x11 boggers then went back to the shade.

Here's my C classs run (39.5" and down tire size):



Same again on the shifting, was in 2nd by about 20', in 3rd by about 50'. The tranny was slipping so bad I don't even know if it actually did shift or I was still in 1st or 2nd.

Motor ran super strong, but now I need to drop the tranny pan to see if there's metal in it. I talked with several people that were there and they asked about my converter saying it looked and sounded more like that was the issue with it locking/unlocking causing the fluid to get really hot and overheat the tranny. I've got 2 weeks before the next race, so hopefully i can get it done and ready for there. For now, I'll just be a little sad it's not running.

I little later down the road, I figure I'll post up some recent videos of how the truck runs now. This was this past weekend (9/3/11) on my cut rear tires and a healthy shot of Mr. Frosty. Even with a missed shift and my nitrous coming in late, I took a 2nd place win coming behing the 1st place truck by .04 seconds!:



And my D class (any DOT tire) run and motor only for a 3rd place finish. There was 3 trucks in the linup behind me and 2 of which got the 1st and 2nd place runs. My time was a 4.433 second pass: