Thanks for all of the input. I'm still in the planning stages on this so
will have to consider all the info. I'm thinking, seeing as how we don't
have unlimited funds to do everything, that we might get more bang for the
buck with a lightened flywheel than a lot of head or porting work. Reducing
that stock inertia will have huge dividends in response and get more torque
to the rear wheels instead of trying to get that thing rotating. We are
planning to at least clean all of the casting slag out of the head ports.
The car is in storage right now in Mequon in my daughters garage (about 50
miles south of me) and I'm not even sure which head and intake manifold it
has on it, other than I'm sure it's stock. Ryan is the second owner and
bought the car from my late friend Art Last before he passed away. That was
about 10 years ago. And I know Art didn't do any serious engine work. Are
there big advantages to be had from using the "high port" head? I think
that's the one with the flat on the manifold side by #1. It's what we have
on the race car and I think we have another spare. We've also got a spare
"long runner" intake manifold as used on the race car.
We really appreciate the info on compression ratio and octane. Really don't
want the hassle of adding octane booster and there aren't any stations in
our immediate area that sell race gas. I don't even think it's illegal to
put race gas in a car without a catalytic converter. If I remember
correctly, that's how the law was originally stated, that it was illegal to
put leaded gas in a car with a catalyst.
Thanks again. Will continue to look for any further info from the Amici and
will post when I come up with a plan and see what the folks think.
Tim
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