perf-list-digest Sunday, July 12 1998 Volume 01 : Number 025

Ford Truck Enthusiasts - Performance
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In this issue:

RE: FTE Perf - Lincoln Rear
RE: FTE Perf - best muffler?
FTE Perf - Cam Recommendation



Date: Sat, 11 Jul 1998 10:54:49 -0400
From: Sleddog
Subject: RE: FTE Perf - Lincoln Rear

i think that is walter mitty, but not sure. i remember the story - always had a bit of his personality in me.


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From: John Miller[]
Sent: Friday, July 10, 1998 9:01 PM
Subject: Re: FTE Perf - Lincoln Rear

For now I will hold on to it as I might get to start on my Hot Rod Truck,
with the DIVE block and DOVE-C heads, I have the radiator I want now too,
hmmmm just have to sort out my day dreams and decide on a truck to use.....
Hmmmmmmmm ahhhhh ..... does any body know of Walter Middy (spelling).... I
think I was reincarnated from him...... :)

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Date: Sat, 11 Jul 1998 17:13:04 -0700
From: Danny Gaudenti
Subject: RE: FTE Perf - best muffler?

> Fun facts to Know and tell:
> Dynomax uses non pulsed flow numbers, ie: straight flow, to test their
>mufflers. Flowmaster requires a pulsed flow, just like a real engine, to
>get the correct flow capability out of their mufflers. So, the Dynomax is
>going to appear to be a higher flowing muffler, BUT the Flowmaster
>will start to scavenge the exaust gasses in a real vehicle, where the
>Dynomax won't....
> We found this out with a stock car on a chassis dyno, a couple of years
>ago. Pretty cool, huh?
>Steve & Rockette...Lifes a beach

That is exactly what Flowmaster claims, maybe it's true?!? I've got a
technical description of how their mufflers (and exhaust systems) work. I
can email it to anyone interested, or post it here (it's kinda long).

And thanks for all the replies to my "best muffler?" question. I'm certain
that whatever I end up buying will be gobs better than the stock muffler.


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Date: Sat, 11 Jul 1998 19:57:00 -0700
From: "George"
Subject: FTE Perf - Cam Recommendation

I've finally completed cleaning up the combustion chambers of a set of '72
385 series PI heads. They have the CJ sized valves and DOVE ports. Ford did
make some strange combos; all the references say they should cc at 91.5 with
regular CJ ports but these are 75.3 with the small runners. Ford Motorsport
said that combo was common for the casting number. It saved me coin as I had
intended to have DOVE heads machined out for the big valves.

My objectives are off idle torque from 700-1200rpm for getting up snow
covered logging roads carrying while pulling a load without wheelspin and
continue being able to frustrate the highway plastic car high rpm'ers on the
street who like to crowd me after we're rolling. I'll stay with a 7-800rpm
stall speed t/c. C6 (wish I could justify the wide ratio) and 3.50
differential gears.

The c/r will be 10.1:0. My own experience and lurking on the Fordinatics and
other lists have defined the advantage/disadvantages of small runner/big
valve velocity for purposes of torque/rpm in small blocks. That's always a
single objective and not related to the 385 series. I want the off-idle
torque, will sacrifice blue smoke launches but still want it to be mean from
2500-6000rpm. I know I should buy a F250 4x4 diesel and a CJ Torino but that
means going out of budget and more maintenance than I can handle.

Which cam?


George Miller

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End of perf-list-digest V1 #25

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