Force

I don't care what body he has on his car, it's only a carbon fibre wedge shaped shell wich doesn't look like a car anyway, so I root for him regardless...it's only when he races John I have a hard time deciding on who I root for as both can't win. I saw an interview with John yesterday, he got knocked out in the crash but he seems to be just fine. They are also helping Jim Head / Jonnie Lindberg fix the damaged chassis at the JFR Brownsburg shop right now so Jonnie will have a car to race at Gainesville in a couple of weeks...John is allright as he has backup cars to use.

The only wrong way is maybe if you mount them upside down or tilted to one end ...otherwise, if you can get it to work somehow it's not wrong.

Sorry to hear, I loved his x-ray drawings.

I saw that yesterday, I hope both drivers are okey, Brittany was banged up but at least okey after the Pomona crash and was driving at this event and Courtney won this event. I'm from Sweden and I kind of root for Jonnie, but my favourite NHRA driver since the early 90's is John (as you might have figured out from my alias and avatar) so I don't know wich leg to stand on when they race each other.

Cool, You could use this front suspension setup instead of the coil springs as they did on the 1965 A/FX Mustangs with 427 SOHC were they also shaved off the spring towers.

Only the 1964-65 A864 and A990 Race Hemi had chromed or plain steel valve covers from the factory, most...if not all, of the 1966-forward Street Hemi's put in cars had black wrinkle finish valve covers. The Race Hemi has different head castings with straight ends and the Street Hemi heads has one end curved to allow for the optional power steering pump to fit, so the Race Hemi valve covers will not seal properly on Street Hemi heads as the straight end Race Hemi valve cover leaves a hole where the Street Hemi head curves , but the bolt parttern is the same. The1967 RO23/WO23 and 1968 BO29/LO23 Race Hemi's were modified Street Hemi's and didn't have the same heads as the 64-5 Race Hemis, and I believe they were also delivered with black wrinkle finnish valve covers. The aftermarket supplied other variants of valve covers for the Street Hemi, smooth steel, chromed, aluminum, anodized, single or dual plugs.

Yes you are absolutely right, I had saved an article about this car from 1982 in my files, and he for sure ran a Boss 429 based 500 in this car, I thought the 500 cui rule came later so I assumed he ran a Cleveland without checking the facts...my bad. He changed to the Thunderbird in 1983.

It would for sure be more interesting, as it is now they plan the strategies after the known yellow flag periods. The most interesting race I have seen so far since I started watching NASCAR in the 90's (we didn't have any NASCAR coverage on cable or other TV networks before that) was at Talladega back in May 1997, no cautions under the whole race so all pitstops was under green flag, it's the fastest NASCAR race to this day with an average speed for the whole race was over 188 mph...Mark Martin won.

I personally don't like the segment racing as they do it now. They wanted more exciting racing throughout the entire race but with these segments you get kind of a thrill for a couple of laps and then a looooong boring time of yellow flag everyone knows is coming and exactly when, after that green again and the last couple of laps gets interesting again before the next segment end and then another loooong boring yellow flag period until it gets green again to the end of the race. I don't know if I think the long yellow flag periods in the middle of the race is more exciting than when they didn't have segments. For me they can keep the segments but leave it green instead of the yellow flag everyone know is coming and let the race go on if nothing happens and it will be more unpredictable, and we don't have to see the long yellow flag periods those two times under the race as there are enough yellow flag periods in a race as it is without them. The drivers in the top ten at the end of each segment can get points as they do now to keep them on their toes.

I believe Glidden ran a 351 Cleveland based engine in the EXP, it was back when they had weight break rules in Pro Stock and the 500 cui rule came later. Here in Sweden we had a class back in the early 80's called Pro Street (nothing like Pro Street today) wich was pretty much like Pro Stock but with a little looser rules regarding body style and engines, and there was one Escort in that class. This class was replaced with NHRA spec Pro Stock with one year delay in the rules from the NHRA cars up to a year or so ago. Today the European Pro Stock cars have a longer time span for bodies and they haven't implemented the EFI rules yet so they still run carburetors and hood scoops over here.

Nice.

Nice truck man.

Great build!!

The fuel systems are quite complex on these cars and the main thing with a nitro engine is to get as much fuel as physically possible into the cylinders. The Swamp Rat XXX was raced in 1986 and the fuel systems has changed pretty much since the, but here is something to go by. The injector drawing is a bit too modern as it has ten injector lines on top of the blower, but there were four injector lines on each side under the injector hat and four lines on each side under the blower into the manifold runners at the time Garlits ran that car. The two red lines going into the back of the heads goes to injector nozzles right behind the intake valves where the main part of the fuel is delivered into the engine, but I don't know if Garlits used that back then, if not he might have used a system with eight lines per side under the blower instead of the four I mentioned before. But it doesn't matter that much, as long as it looks busy and kind of right you are on the right way.

Don't you think 9500+ rpm from a 358 cui pushrod V8 going flat out for four hours is enough!??!! The bad responce from the engines they use today on Super Speedways has to do with the restrictor plates. Personally I don't like the segments as they are today with a caution flag eveyone know will come for several laps between them, I think it's very boring and slows the race down for long periods of time, you can still have segments and segment winners but keep it green if nothing happens and it's not that predictable and more interesting.

I also put on the BMF after the clear so it doesn't get dulled with a clear coat over it, but as Trevor says, it's a personal choice. I haven't had any trouble with the BMF coming loose yet and I've used it for about 25 years now.

It's very normal. Why haste with a build, it's a hobby! I haven't touched a model in several years and I'm in a slump, but I hope the eager to build will come back soon.

I would say AMT 66 Impala too, they are model replicas of the 1963 Mk II 427 "Mystery Engine" cast iron headers. The Mystery Engine was the predecessor to the 1965-forward Mk IV Big Block 396-427-454 Rat engine but doesn't share much with it's younger brother other than similar outside appearence, the mystery engine has more in common with the Mk I 348-409.

As Ford only made two different versions of the long cast iron headers it's not that hard to decide what version of manifolds they are. It's a little hard to see but if you enlarge the picture to original size you can see that the casting numbers ends with 9430-B and 9431-D so the manifolds have to be C2AE-9430-B and C3AE-9431-D and they are right for 1963-64, they can't be the C5 manifolds as the numbers on them ends with -H or -K and -C.

The Papa Truck allready have a winch molded in to the bed floor.

I saw somewhere...could have been on the Spotlight Hobbies board...someone said it was painted Ford Poppy Red wich also goes by the name Calypso Coral and Competition Orange and it's a color that looks red in some lights and orange in others.

I don't know but it also has the 2X4 bbl setup for the 427 and the 3X2 bbl setup for the 390 and 406...they weren't available in 1960 either. But these things together with the cast iron headers are from the Custom version and AMT must have thought it was a good idea to include these parts...and I'm thankful for that as they are great.

Are you sure it's a 0, because these long cast iron exhaust manifolds weren't available in 1960, the first set of long cast iron headers had casting number C2AE-9430-B for the passenger side and C3AE-9431-D for the drivers side to make the pair and they were for 1963-64 406 and 427, and the second set wich came later for the 1965-67 427 had casting numbers C5AE-9430-H or K for the passenger side and C5AE-9431-C for the drivers side, no other long cast iron headers was available from the factory. The shorter cast iron headers was available with C0AE, C1AE and C2AE casting numbers for the 352 and 390 High Performance engines and the 406 1960-62. The third digit A stands for "Galaxie" after 1958, before that "Generic" Ford, some other examples are D for Falcon, Mercury is M after 1958, Cougar is W, Fairlane is O, Thunderbird is S after 1958, Mustang is Z. The fourth digit E stands for "Engine" so it's an engine part, if the fourth digit is a C it's a chassis part, if it's M it's a high performance part, if it's Z it's a Ford Service Part

It should have two sets of factory cast iron headers, the shorter 390 high performance/406 headers and the longer 427 headers.

Maybe aftermarket is a better name. AJPE stands for Alan Johnson Performance Engineering and they don't sell complete engines, just engine blocks, heads and a lot of other parts for racing only, mostly straight line, and their TFX Hemi blocks are billet aluminum with no water jackets and are mostly used in Top Fuel, Funny Car, Top Alcohol and Pro Mod classes.