429 QUESTIONS

hi new to this site looking for some advice i just recently built a 1967 fairlane with a 429 it is 9.5:1 stealth intake edelbrock performer heads 292 comp cam 3.73 gears and a c6 3000 stall i ran the car at the track it only ran 12.30 at 108 feels to not have any top end i am at a loss looking for some advice thanks

what carb, timing? Did you degree cam?

it has a 850 demon 38 degrees timing cam is 4 degrees advanced

WILLIE67 wrote:hi new to this site looking for some advice i just recently built a 1967 fairlane with a 429 it is 9.5:1 stealth intake edelbrock performer heads 292 comp cam 3.73 gears and a c6 3000 stall i ran the car at the track it only ran 12.30 at 108 feels to not have any top end i am at a loss looking for some advice thanks

The above marked areas may be places to start your performance search.

Dave.

HUH?COMP CAMS SAID THE CAM IS ENOUGH THE GEAR IS WHAT NOT ENOUGH TOO MUCH THAT IS WHAT I AM ASKING TELLING ME THE HIGH LIGHTED AREAS DONT TELL ME ANYTHING

Willie I assume your application is "street driven" and occasionally taken to the dragstrip. The camshaft you mention I assume is COMP 34 336 4. This camshaft has 4* advance ground into it from COMP. If you have advanced it 4* with the aid of the timing set, it's now 8* advanced ....too much. You ask what's wrong. I mentioned areas which you could address to improve your car's performance relative to the engine. Actual compression ratio (generally w/aluminum heads) can operate higher (1.0:1) by a point than cast iron counterparts. The ring & pinion is effected in producing the actual final drive by tire diameter. Ford 9" assemblies and the ratios related are based on 27" tire diameter. For every 1" of variance from 27", you add/subtract .07 from the ring & pinion's calculated ratio. Most converters for street use that are advertised to produce 3000 RPM stall will not stall efficiently at 3000 RPM. If you must place a converter rated at 3000 RPM at 3000 RPM for the launch, the converter can not do the job required, it's ability to provide "torque multiplication" is no longer present. A 850 CFM carburetor with primary and secondary accelerator pumps may be a bit much with a tight converter. I assume your car weight is near 3200 lbs. at the starting line. Although not heavy (street standards) but IMO it will need more converter, more ring and pinion, correct camshaft timing and less carburetor. Another note if I may? If a C6 is a part of your application, find a C4 and prep for street/strip use, that's an automatic performance improvement!

Just more B.S. from another prick!
Dave.

and if you advanced the cam without a degree wheel (you assume the advance marks on the timing chain are correct) then who knows where the timing actually is. What kind of 60 ft are you running? I think your mph is a little slow for the et.

Good points Dave... Too much cam and not enough compression=fighting each other.

My Mustang is very similar to the OP's car, except for heads & cam - 3350lbs with me in it, '70 D0VE-A motor, D0VE-C heads with amateur "porting" (11:1 advertised, never checked), COMP 275DEH, 800cfm, C6, 10" TCI convertor (3000 advertised, I believe), 3.73s w/28" tire.

So, with a smaller cam and almost stock iron heads, I have run high 12.20s at 110 on the motor. I'm sure better results would be a custom cam away, but I won't bother, as plans have never included sticking to the 429

To the OP - hope this helps you to see how things can get mismatched, especially when taking advice form the big-box 'performance' outfits... Stick to the pros here (not me ), and you'll be HP ahead!

thank you guys i will pull the front off the motor and degree the cam i did advance the cam at timing set i will let you know the results thank you

also check valve lash, do you have solid or hyd cam?