steveespo new bullet for the 21 Car

[2012-Boss]

@captdistraction read through this thread and look for figures from 2012-Boss which would be similar to our builds.

I would suggest using the Boss or Gen 2 cylinder heads with L&M intake cams vs. the GT350 heads. It is cheaper and the GEN 1 compatible cams for the GT350 heads are no longer available from FP.

 

[steveespo]

Well after a month of building and installing the new 5.2 Gen III Coyote in the 21 Car made its' initial startup. Everything looks and sounds great. Will be going over the car and all fittings once more before loading up for the trip to the Dyno. L&M Intake cam definitely gives a different sound to the exhaust. Numbers to follow.

 

[blacksheep-1]

Everytime I see your car I'm unfortunately reminded that I begged and pleaded with my parents to buy the 70 Mercury Cyclone Spoiler , Cale Yarborough edition that set on the Merc dealer's used car lot. It had the plain jain interior. Sadly, they bought the 69 Mopar with the artsy fartsy interior instead. It was the car I basically learned to drive on. It was also a POS. If they had bought the Merc, I would still own it.

 

[xr7]

Everytime I see your car I'm unfortunately reminded that I begged and pleaded with my parents to buy the 70 Mercury Cyclone Spoiler , Cale Yarborough edition that set on the Merc dealer's used car lot. It had the plain jain interior. Sadly, they bought the 69 Mopar with the artsy fartsy interior instead. It was the car I basically learned to drive on. It was also a POS. If they had bought the Merc, I would still own it.

Steveespo's car always brings back a visit to the local Lincoln/Mercury dealer, white/red & white/blue Mercury Cyclone Spoilers, a Mercury Cyclone Spoiler II and several Cougar Eliminators. Fabulous.

 

[302BOB]

Steveeopo's car just makes me smile!!!!!!!!!!!!!........He's a devoted Mustang (#21) racer from years back..............that's for sure!!!!!!!!!!!!!!!!!!!!!!!!!!!...The south has him now ........We had him here in CT for a while.................

 

[Dave_W]

Mercury Cyclone Spoiler , Cale Yarborough edition

There's one in GA, but not for sale.

Junkyard Crawl: Rare Merc & Olds Stock Car Racers

Steve Magnante of Junkyard Gold shows us examples of Mercury Cyclone Spoiler and Olds 4-4-2 mid-sized race-inspired muscle machinery.

www.motortrend.com

 

[2012Boss302]

Love this thread, excellent work guys.

What is the difference between an OE Boss water pump and a GT500 water pump???

 

[steveespo]

Love this thread, excellent work guys.

What is the difference between an OE Boss water pump and a GT500 water pump???

Deeper impeller than normal Coyote pumps. Flows 19% more water per rpm. Supposedly a better material too.

 

[steveespo]

There's one in GA, but not for sale.

Junkyard Crawl: Rare Merc & Olds Stock Car Racers

Steve Magnante of Junkyard Gold shows us examples of Mercury Cyclone Spoiler and Olds 4-4-2 mid-sized race-inspired muscle machinery.

www.motortrend.com

That car needs to be rescued.

 

[steveespo]

In all the excitement of a great startup, I didn't realize that I put the flywheel side clutch disc in backwards, which prevents clutch from fully releasing and a no shift scenario. Dummy!! Any way commenced removal and replacement and should have things sorted in a few hours from now.

 

[302BOB]

Steve, Reversible mistakes are just that..........PITA , but fixable, the fatal ones are terminal...........BIG difference!!!!!!!!!!..........Lime Rock must miss you?! as does CT.............

 

[steveespo]

In the ongoing saga of this new engine I brought it up to Revolution Automotive for a dyno tuning session and break in. Let me say that Adam Browne, owner of Rev Auto is awesome to work with and doesn't quit on a car or owner. Car was run for break in and a circuit code on the O2 sensor right bank popped, this was a brand new O2 sensor so I was bummed but luckily a new one cleared that problem. Next was an oil leak at the transmission/block plate, not huge but it left a puddle under the dyno. Adam called and we decided it was probably a main seal leak and that it wasn't bad enough to stop tuning. 32 hours of dyno testing a variety of cam and ignition and fuel timing parameters the engine while not terrible, did not make the power expected. Torque was very good at 419 lb/ft but the power leveled off at 5600 rpm around 460, peaking at [email protected] and then carrying down to [email protected] shutoff. Not the 495 I was expecting with the L&M cams and the 5.2 build. This is on 93 pump gas and a very conservative 23 degrees of ignition timing cap. What is positive is we also ran a NASA ST2 restricted tune which peaks at 451 HP and averages 443 per the NASA formula, while the torque peak and curve remained unchanged below 5500 rpm. This is allowing an end of race weight of 3605 lbs. Right in line with my current configuration. We have our second race weekend on 4/21 at Mid Ohio, hopefully the added torque will help pull off the corners in conjunction with the 120 lbs lower weight than I ran last season. Will keep everyone posted with new developments as they happen, stay tuned things will heat up a little more.

 

[steveespo]

Well the new rear main seal is in. I used the GT500/Predator seal, it is almost twice as deep as the stock Gen 3 seal and seems to be a different material than the Gen 3. It also costs 6 times as much at $90. Made sure to use 2012-Boss' installation tool the correct way this time and the install went without any drama. I did put a thin wipe of Ultra black RTV on the outside of the seal to ensure no leak at the retainer plate. Just finished filling the transmission and reconnecting the cooler hoses. Tomorrow the nose goes back on and she will be washed and polished for the start of the season at Mid Ohio in 1 1/2 weeks.

 

[honeybadger]

In the ongoing saga of this new engine I brought it up to Revolution Automotive for a dyno tuning session and break in. Let me say that Adam Browne, owner of Rev Auto is awesome to work with and doesn't quit on a car or owner. Car was run for break in and a circuit code on the O2 sensor right bank popped, this was a brand new O2 sensor so I was bummed but luckily a new one cleared that problem. Next was an oil leak at the transmission/block plate, not huge but it left a puddle under the dyno. Adam called and we decided it was probably a main seal leak and that it wasn't bad enough to stop tuning. 32 hours of dyno testing a variety of cam and ignition and fuel timing parameters the engine while not terrible, did not make the power expected. Torque was very good at 419 lb/ft but the power leveled off at 5600 rpm around 460, peaking at [email protected] and then carrying down to [email protected] shutoff. Not the 495 I was expecting with the L&M cams and the 5.2 build. This is on 93 pump gas and a very conservative 23 degrees of ignition timing cap. What is positive is we also ran a NASA ST2 restricted tune which peaks at 451 HP and averages 443 per the NASA formula, while the torque peak and curve remained unchanged below 5500 rpm. This is allowing an end of race weight of 3605 lbs. Right in line with my current configuration. We have our second race weekend on 4/21 at Mid Ohio, hopefully the added torque will help pull off the corners in conjunction with the 120 lbs lower weight than I ran last season. Will keep everyone posted with new developments as they happen, stay tuned things will heat up a little more.

Am I understanding that the engine has 32 hours on it from the dyno? Or do you mean it was hooked up for 32 hours?

 

[Ron McCall]

In the ongoing saga of this new engine I brought it up to Revolution Automotive for a dyno tuning session and break in. Let me say that Adam Browne, owner of Rev Auto is awesome to work with and doesn't quit on a car or owner. Car was run for break in and a circuit code on the O2 sensor right bank popped, this was a brand new O2 sensor so I was bummed but luckily a new one cleared that problem. Next was an oil leak at the transmission/block plate, not huge but it left a puddle under the dyno. Adam called and we decided it was probably a main seal leak and that it wasn't bad enough to stop tuning. 32 hours of dyno testing a variety of cam and ignition and fuel timing parameters the engine while not terrible, did not make the power expected. Torque was very good at 419 lb/ft but the power leveled off at 5600 rpm around 460, peaking at [email protected] and then carrying down to [email protected] shutoff. Not the 495 I was expecting with the L&M cams and the 5.2 build. This is on 93 pump gas and a very conservative 23 degrees of ignition timing cap. What is positive is we also ran a NASA ST2 restricted tune which peaks at 451 HP and averages 443 per the NASA formula, while the torque peak and curve remained unchanged below 5500 rpm. This is allowing an end of race weight of 3605 lbs. Right in line with my current configuration. We have our second race weekend on 4/21 at Mid Ohio, hopefully the added torque will help pull off the corners in conjunction with the 120 lbs lower weight than I ran last season. Will keep everyone posted with new developments as they happen, stay tuned things will heat up a little more.

Adam is the man!

Ron

 

[steveespo]

Am I understanding that the engine has 32 hours on it from the dyno? Or do you mean it was hooked up for 32 hours?

Total time tuning and dyno runs. Went through 12 gallons of fuel on the dyno, so probably about an hour of pulls. Which is a lot 18 second pulls.

 

[67GTA]

Made sure to use 2012-Boss' installation tool the correct way this time and the install went without any drama

Any tips or tricks on using the OTC install tool for the rear main?

 

[steveespo]

Any tips or tricks on using the OTC install tool for the rear main?

Yes place the tapered part of the tool on the end of the crank, it's magnetic. Oil the surface of that tool and the rubber of the seal. put black rtv on the outer surface of the seal. Push seal onto the tool and push it all the way down until it is at the crank end/bore. You should hear a click as the rubber which is expanded by the tool snaps down onto the crankshaft. Then take the second part of the tool, the driver, and evenly tap the tool shaft to drive the seal into place. Tool will bottom out on the seal retainer placing the seal at the correct depth.

 

[ArizonaBOSS]

In for continuing info and more dyno numbers. Not blown away by the initial numbers...what intake is this?

 

[steveespo]

In for continuing info and more dyno numbers. Not blown away by the initial numbers...what intake is this?

It's the GT350/Bullitt. Yeah i was disappointed by the numbers too. I think timing was held back (capped at 23 degrees) and A/F is too rich (10.9). My tuner said he ran progressions with both timing and fuel and we wanted it safe. I think there is more in ther, actually I am sure there is more in there so please stay tuned, pun intended.