Hot Rods XO/PP Bonneville project

Don’t worry a bit about a rope seal. A good dry sump system (like I know you use) or a Moroso or Aero-Space Industries vacuum pump eliminates any problems in that area. A friends 609” runs both and so did NHRA Pro-Stock also..
A photo above of Gary Copes stock head GMC shows using 3 expansion plugs for his cooling. I’ve also seen using #3 and #5 hole if you not also plumbing a line from the rear of the head…there are a lot of options when your running a very high compression engine…

 

But his typo calls it a road seal . Sorry John just couldn't resist, like I haven't done the same many times myself .

 

Thanks Don I fixed it lol

 

Today's project is machining a Ford 300 six big cap dizzy to fit the GMC . I removed all the advance system as this will be a crank triggered unit. All the dizzy has to do is point at which plug to fire. I used
the GMC shaft with the Ford 300 six housing, rotar, and cap
I machined the Ford housing to fit the GMC and will make new bronze bushings to fit the GMC shaft to the Ford 300 six housing.
Just waiting on the material to make the bushings

 

What are you using for a trigger in the distributor? Duraspark? Or?

 

John, what's the benefit of using the Ford distributor?

Thanks for sharing all your explanations & photos.

 

I have had some projects similar. On this right-angle drive gearbox for a crossflow headed 300 Ford with a Vertex mag I machhined some shaft bushings from bronze. For my first attempt I got the shaft clearances too tight and eventually, after many runs, the shaft seized on the bushing, sheared the gear drive pin, and killed the engine.

I mention this because it may be a good idea to allow for some type of lubrication to reach the bushing, to prevent eventual seizing and ignition failure. At the very least leave enough clearance (a few thou) and pre lube everything well, and periodicaly.
Good luck.

 

Bigger diameter cap.
Msd puts out such a hot spark that it can jump to the next terminal and cause a mis fire. .

 

Crank triggered of the front ballancer the distributer is only a pointer to send the spark to the plug.

 

Rotating assembly is in the block, everything is finally coming together

 

It's the little things that make it special. Fabed and polished the og water pump
delete plate today

 

Because the DCOEs and the tunnel ram for the GMC will require a minimum of 17 inches of clearance on the driver's side of the Skinner cylinder head, we needed to remove the master cylinder from the firewall. We decided on a 90° under dash mount to make room, but it was a major PITA to install it.

First I had to cut out the factory brake/clutch bracket. It's bolted in, but the under-dash cross bar in the cage made it impossible to remove – so I had to cut it into four pieces. I found an inexpensive bracket – $72 on eBay – and proceeded to install it. I welded 10 inch lengths of angle iron to the edges to bolt to the firewall. And since I was working alone, I welded the bolts to the angle iron so I could push the studs through the holes I drilled in the firewall and put nuts and lock washers on from the engine bay. The second photo is looking at the finished installation through the hole in the dash for the instrument cluster. It probably doesn't sound that complicated, but an SCTA certified cage makes working under the dash extremely difficult. And multiply that by being 6'2", 210 and old.

 

I made new bushings to adapt 302 GMC distributor shaft to the Ford 300
Six housing. Next will be centering the distributor gear on the cam gear and drilling a new roll pin hole in the shaft
That agrees with the cam gear.
Also Dave worked on the new brake pedal to fit the truck. And making up brake lines

 

Just wanted to thank Sam and Lee Pollard for all they do for me. We don't get to see Sam as much since his retirment and moving to Galax Va. Roughly 7 hours south west of the shop. So it's always great to see Sam.
He is still a big part of team 640 and helps as often as he can.
Thanks Sam love you man.

 

Sam in the hot seat, could be the future driver of the digger.

 

I finished the mods to convert the Ford 300 six dizzy to fit the GMC. It consists the making new housing bushings to fit the GMC shaft to the Ford housing then making a spacer to place the drive gear on the cam gear in the proper place. Then removing all the advance mechanism and locking the roater to the shaft. Machining the Ford housing to fit the GMC block.

 

Finishing touches to the Skinner head, ready for assembly.

 

170ish mph deems attention to detail, a 3/4 ton mentality with a light material mindset. That's a lot to juggle around but good on you all for your dedication to it...I Like the mix of personalities with the brands too...Henry and Louis in one package...working together. Big year, comin' up!

 

We need a taller than stock valve cover for the GMC to clear the Ferguson roller rockers and the custom Mullen Racing Engines rocker oiler. Those repop Thickston covers cost more than I can justify for a dang valve cover, and I’m not sure it would be tall enough anyway. I had already cleaned up the best cover I have and filled in the breather hole to have it chrome plated - luckily we discovered the need for extra clearance before I sent it off for plating. I added 1-1/4" to the height, but don’t get me wrong, I still plan to chrome it and the side cover, so metal finishing is a necessity.

 

I finished the valve check and install today Manley Titanium valves and Beehive Springs.
130 lb on the seat 380 lb at 630 lift.
Cam is installed and ready to degree it in.

 

Hi fellow racers. If you're in central California and are coming to Bonneville Speed Week in 2025, I'm looking for transport of a glass 28/29 roadster body from Lompoc, CA to Wendover/Bonneville, UT. If you can help out, please message me, thanks!

 

Doing a little math for cam events to run on the dyno sim program

 

Cam checked out to within 2 deg. as stated on the cam card. Dyno sim shows favorable HP
in the RPM range we want it. Potentially
600+ at the crank at peak power.
Well yeah, I find it hard to believe myself. We shall see

 

That would be 60 hp more than Joe Fontana got out of his Skinner which he put in the Ferguson streamliner.

 

How long ago was that. Lots of new technology in today's engine programs.

 

2006. Yes Technology has changed and always improving. Joe was using a mechanical fuel injection and a 5 Amp Vertex magneto so it was pretty simple. I don’t think the compression was quite as high as you are using either. Obviously the Ferguson streamliner didn’t need an over abundance of HP to run on or near kill because of aerodynamics.
I believe your induction system is also more efficient and will produce more HP on gasoline than what he attained but it all gets tougher went you get near the higher limits of the engine.
I’m not sure which roller cam he was using but I’m sure his valve system was heavier.
I believe your induction system is definitely on the right track to push the pickup to a very respectable speed. JD.

 

@john mullen , this combination was good for a 255.996 mph record in XXO/GS that still stands today.

 

Joe couldn’t see the gear indicator lights on the return run and forgot the count. He didn’t want go into to neutral which was the last shift so he wasn’t in high gear. His first pass qualifier was almost 280….what could have been…..

 

Hey JD, did you know the cylinder head we have was owned/raced by Joe? I bought it from the guy Joe sold it to. Also, the block for this motor is the one you gave us, so thank you Sir!

Question for you:
Do both the qualifying and backup runs have to be over the current record, or is it just the average of the two runs has to be over the current record to set a new record?

 

The average works.