Light Regatta Blue 1986 Mustang GT 5sp - bone stock....block and rotating assembly.
Update: went to the track, ran once then it rained
Wasn't sure the Mickey Thompson ET Streets were going to hook well since they've been sitting in a garage for years, so I launched at 3k for my first run, they grabbed and the car bogged, to a 1.88 sixty foot. Ran a 12.3 @ 114. With a good sixty, she definitely has 11s coming! Literally started raining as I passed the traps. Such a tease, would have loved to get a few more runs in.
Light Regatta Blue 1986 Mustang GT 5sp - bone stock....block and rotating assembly.
Slip:
Light Regatta Blue 1986 Mustang GT 5sp - bone stock....block and rotating assembly.
Sweet! That thing is making some power!
Pete Slaney
1979 Mustang Cobra
347/T-5/4.30's
420 rwhp/380 rwt (New Motor)
11.49 @ 121.86
306/T-5/4.30's (Old Motor)
307 rwhp/278 rwt
12.38 @ 111.38
Congrats.
Update - took it to the track Wednesday - got 2 runs in. This was the better of the 2:
https://www.youtube.com/watch?v=RRrNcB3ywIY
Edit - not sure why it's sideways. 11.95 @ 116.
Light Regatta Blue 1986 Mustang GT 5sp - bone stock....block and rotating assembly.
Saw you heading that way I think.
Runs Good!!
BBD PERFORMANCE
HIGH PERFORMANCE PARTS
CUSTOM ENGINE BUILDS
CUSTOM CAM DESIGNS
1983 CRIMSON CAT OWNER
Thanks Steve. I got treed hard on that run and I thought my 60 was garbage.
Light Regatta Blue 1986 Mustang GT 5sp - bone stock....block and rotating assembly.
Any updates on this car? How are the street manners? I'm about to copy your set up.
Since we're reviving this thread, I have a question as well on this engine combo. Is the piston to valve clearance with that big lift cam on this flat top piston 86 engine achieved solely by the 11R heads or do the timing events of the cam come into play here as well? I ask because I'm looking at a pretty nice 86 but have always been warned away in the past because of the 86 5.0 engine package. Congrats btw on some pretty stout numbers both on the dyno but more so at the track!!!
Oh, ok. I will look tonight. The intake ports flow about the same up to .400" then the 11r takes off, so with the cam being stock, airflow might only amount to a couple hp only if the cross sections are similar.
If the 190 11r is bigger in the CSA (most likely is with the bigger 2.055 intake valve) then the 170 would most likely do better on the street using a stock cam. The ability to create compression with the 11r might help offset that some. Rock got his 10 10.4 and could have possibly gone higher.
We will find out...
Last edited by Ethyl Cat; 04-26-2016 at 08:17 AM.
BBD PERFORMANCE
HIGH PERFORMANCE PARTS
CUSTOM ENGINE BUILDS
CUSTOM CAM DESIGNS
1983 CRIMSON CAT OWNER
Hey Ethyl Cat, if it's not too much trouble, could you run the OP's combo with an RPM Air Gap and Demon 650dfdp carb set up? Suggestions on a better intake/carb setup would be welcomed as well. Also, is it because of the 11R heads altered valve arrangement that the 7.2" pushrods are required?
Cheers and thanks to the OP for inspiring a new build!!
Last edited by johnny5.0; 04-26-2016 at 11:04 AM.
I no longer have the OP's complete cam specs but I will get it close.
BBD PERFORMANCE
HIGH PERFORMANCE PARTS
CUSTOM ENGINE BUILDS
CUSTOM CAM DESIGNS
1983 CRIMSON CAT OWNER
Last edited by Ethyl Cat; 04-26-2016 at 05:48 PM.
BBD PERFORMANCE
HIGH PERFORMANCE PARTS
CUSTOM ENGINE BUILDS
CUSTOM CAM DESIGNS
1983 CRIMSON CAT OWNER
I think at that point it's kinda apple and oranges. Yes, they are both aluminum aftermarket performance heads, but they serve two different purposes. If I did not have the ability to build a head for an application and I relied on off the shelf parts for a build, I would not use them both for the same application.
Am I going to tell somebody they need to spent $500 more to get that 11hp to the tire with a stock cam if all they want is a decent upgrade in performance? Probably not. I would however recommend an optimized cam for that application that would gain 20-30 more hp and improve drivability for a couple hundred less. Better investment.
If I had to build say, a 363 cid small block for the street that wanted to spin to 6500+ rpm, the 170 head would not even be on my radar. If the 170 head was already purchased, I would have to set it up like a 190 11r head (bigger valve and cross sections) and cam it appropriately. Hope this makes sense.
BBD PERFORMANCE
HIGH PERFORMANCE PARTS
CUSTOM ENGINE BUILDS
CUSTOM CAM DESIGNS
1983 CRIMSON CAT OWNER
I see what you're saying. They are about $400 more than regular TFS heads and that money could be spent on a cam...though adding the cam also requires new lifters and a timing set ($300 minimum).
In my opinion the 11r seems to have made the 170 heads obsolete....if it weren't for that $400 dollar price difference.
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