Today was about to put that bad boy in the corner back in the engine bay...














Then after that, heasked me if I liked puzzles....
Why did I answer yes...















Check out that engine bay




[img]
fat ass...


some spy shots from the interior:

Lots very nice work the Kerm. Bet that stang will scream.

Nice looking so far. Plenty of tire!

That's about the best looking rear on a Mustang I've ever seen. Killer tires, no doubt about it.

335 wide at the rear

Nothing like a big block set of headers Looks like it's gonna rock!

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If you didn't build it, it will always be someone else's

Very cool car Stephane.

You might want to tell him to remember to remove the cardboard box from the trans, it'll make installation of the drive shaft and shifting the car alot easier

Jeez, that torque curve is flatter'n Kansas...

Wow, that's a tight fit there! Lot's of heat going to be sittin in that bay...

Gorgeous car for sure!

There will be no heat as the hood is a one off custom made design to dissipate the heat off the exhaust. I'll take a picture of it next Thursday.

Should be a an absolutely awesome car, I love the look from the rear, one of these days I have to make some room for rubber like that! I'd be happy to play with him in a straight line, but I sure wouldnt want to compete in the corners with that much rubber front and back!

Heat management has been the toughest problem to make great strides on with my 489, small gains add up, but in the end, its a big engine with hot pipes in a small area. However, with no shock towers he eliminates the #1 problem --- exit airflow.

Ironically water temperature has never been hard to manage on mine, its been surface temp at the carburetor at low speeds.

Basically the carb acts like a big heat sink, except unlike a heat sink with a fan on a computer, it isnt very efficient at shedding that heat, especially at low speed. Alchohol enhanced fuels dont help either as they tend to off gas a little earlier with heat and metering gets pretty funky when even small parts of the fluid turns to gas

He will fight some heat if this is a street car, trust me, usually a hood doesnt do as much as you would think over the range of speeds and conditions of a street car.

If he runs a front spoiler to create lower pressure under the car, it should evacuate air real well at speed, then the hood should help a bit when he slows down Ceramic coated headers would also take a little bit of the edge off.

A lot of the heat originates under your feet and the hood will have to attempt reverse airflow against the low pressure area under the car to extract heat from the headers. At some speeds that will be easy, but if its anything like mine, there will be that one speed/traffic combo that he has to address. For mine its stop and go traffic. The motor stays cool, but the carb gets hot.

Awesome car, not critical in any way, just a question ..... but why did he limit himself to 433 cid? Is this a temporary motor? That whole data curve would be shifted up 100-150 "units" (per your graph) LOL with a 513 or bigger for very little change in cost (at least in the states its not a big cost change)


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- 70 Fastback Mustang, 489 cid FE, TKO-600 5 speed, 3.70 9 inch
- 71 F100 shortbed 4x4, 397 cid FE, headers, Street Dominator, 280H, 5 lug Dana 60, 4 speed

Should be a an absolutely awesome car, I love the look from the rear, one of these days I have to make some room for rubber like that! I'd be happy to play with him in a straight line, but I sure wouldnt want to compete in the corners with that much rubber front and back!

Heat management has been the toughest problem to make great strides on with my 489, small gains add up, but in the end, its a big engine with hot pipes in a small area. However, with no shock towers he eliminates the #1 problem --- exit airflow.

Ironically water temperature has never been hard to manage on mine, its been surface temp at the carburetor at low speeds.

Basically the carb acts like a big heat sink, except unlike a heat sink with a fan on a computer, it isnt very efficient at shedding that heat, especially at low speed. Alchohol enhanced fuels dont help either as they tend to off gas a little earlier with heat and metering gets pretty funky when even small parts of the fluid turns to gas

He will fight some heat if this is a street car, trust me, usually a hood doesnt do as much as you would think over the range of speeds and conditions of a street car.

If he runs a front spoiler to create lower pressure under the car, it should evacuate air real well at speed, then the hood should help a bit when he slows down Ceramic coated headers would also take a little bit of the edge off.

A lot of the heat originates under your feet and the hood will have to attempt reverse airflow against the low pressure area under the car to extract heat from the headers. At some speeds that will be easy, but if its anything like mine, there will be that one speed/traffic combo that he has to address. For mine its stop and go traffic. The motor stays cool, but the carb gets hot.

Awesome car, not critical in any way, just a question ..... but why did he limit himself to 433 cid? Is this a temporary motor? That whole data curve would be shifted up 100-150 "units" (per your graph) LOL with a 513 or bigger for very little change in cost (at least in the states its not a big cost change)


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- 70 Fastback Mustang, 489 cid FE, TKO-600 5 speed, 3.70 9 inch
- 71 F100 shortbed 4x4, 397 cid FE, headers, Street Dominator, 280H, 5 lug Dana 60, 4 speed

I fought the same problem in the Comet and and it was really bad with the Starliner. Vapor lock sucks. It got better with a phoenolic spacer, but I never completely solved the problem before I sold it.

Steph, why isent this guy a member of the local CG gang yet?

Hi Ross (lovely car by the way)

As far as heat management is concerned, the hood seals against the back of the radiator so all the heat is vented out through the top and also, directly over the headers are large grilles.
I have a 1” phenolic carb spacer which should help the ‘hot carb’ problem and there are also vent holes at the back of the hood bulge.
I am running a front ‘skirt’ with a splitter to reduce front end lift, but no side ‘skirts’. This will produce a lower pressure under the front of the car, but not a negative pressure, as there will be air coming in from the sides behind the front wheels and up into the engine bay forcing the hot air out through the grilles (this is the secondary reason for the grilles, to reduce pressure in the engine bay and hence front end lift).
As you say, the heat problem will be worse when stationary or moving slowly.
I very nearly went for Inconel headers, but in the end didn’t think the problem will be that bad with the modifications made.

As for the capacity, the main reason is that the 429 is very over-square, with a stroke of only 3.59” (that’s only 0.090” more than a 351!), making it capable of producing power higher in the rev range, and whilst being a big-block, will still produce plenty of torque.
As the car is light with a 5-speed transmission and relatively low gearing, I didn’t need a ‘torque-monster’ and really liked the idea of a high revving big block!
Also, this has been a long term project, and at the time the best transmission available was the Tremec TKOII which has a torque rating of 475ft/lbs, so I’ve still exceeded that!
I was also intending to use my stock 429 crank and rods, but as it happened, to help with the strength and engine response, it’s now fitted with a Scat Feather-light billet crank and rods.
If need be I could also replace the custom grind cam with a higher lift stock one, which should give another 50bhp, but lose driveability.

So to answer your question, no, it's not a temporary engine......that is unless I win the lottery.....in which case I'll replace it with a dry sump 800+CI ally billet block, 4 valve DOHC heads, EFI, and 4WD!!

Hope this explains some things.

Nigel

Nigel, very well thought out. I suppose I needed to think a bit out of the box. A hood more like a GT 40 should certainly flow significantly more air than trying to evacuate it through the bottom.

I assume you are talking about something closer to this


That would leave the underhood air to not have to compete with the air from the radiator, sounds great, especially if you can evacuate the remaining undherhoop high temp air through the vents

A 429 is certainly a strong motor, and I have no doubt you'll have fun. I went a long stroke and limited my RPM to 6500. However, even a few guys on this forum are well into the "high rpm" ranges with over 500 cid

Please send more pics, we'd love to see more. Very smart choice on the transmission, you will love it, I run a TKO-600 behind my 489 and its is one of the best things I have done to the car.

We all look forward to seeing more pictures, its clearly going to be a great road car


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- 70 Fastback Mustang, 489 cid FE, TKO-600 5 speed, 3.70 9 inch
- 71 F100 shortbed 4x4, 397 cid FE, headers, Street Dominator, 280H, 5 lug Dana 60, 4 speed

Yes Ross, similar to the GT40 et al....

Great, are you using the electric fans as a pusher in front of the radiator, or will they fit in the ductwork?



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- 70 Fastback Mustang, 489 cid FE, TKO-600 5 speed, 3.70 9 inch
- 71 F100 shortbed 4x4, 397 cid FE, headers, Street Dominator, 280H, 5 lug Dana 60, 4 speed

Yeah, started with a 'puller' fan, but changed it to a pusher when we managed to get the ducting to fit.

Nigel, welcome to the garage. Great car, well thought out, and will no doubt be a monster. You'll find the 385 series motor has a pretty loyal following around here. Thanks for sharing.

Thanks Doug,

Didn't want to 'impose' on Steph's territory.

I'm also a member of the:-

http://autos.groups.yahoo.com/group/429-460Stangs/

.....as well as a moderator on Stephs own excellant forum.....

http://www.classic-mustang.co.uk/index.php

!

the best custom 'stang ive ever seen

(steph, you have the best stick-ish mustang)