460 Windsor or move to a big block

[Ace23]

Originally Posted by Gaz64

If you have a 5 or 6 speed, I would look at a diff ratio change to 3.5, 3.7 or even 3.9s.

You may be surprised at how much more the car has everywhere.

Gaz, I have a TKO-600 with the .82 5th gear. I have considering going to a 3:73 rear or higher gear but I would want to have the .64 5th gear ratio so that I could maintain lower rpms when cruising at interstate speed. The plan is to go forward with the camshaft that Brent specified and then I will evaluate anything else that I need to do.....I do believe the gearing would make a difference and that's an inexpensive solution that many overlook.

[GBowman]

Wouldn't detonation be a concern at 2000-2200 RPM's in a stroked SBF making 650HP?

[Ace23]

Originally Posted by GBowman

Wouldn't detonation be a concern at 2000-2200 RPM's in a stroked SBF making 650HP?

Gary I would defer that question to Brent or someone that builds these things. How is your setup treating you and do you ever find yourself wanting a bit more? That is an awesome motor you have....I've watched Vintage's youtube video many times.

[CraftEngines]

Primary size somewhat depends on the driving characteristics you are looking for. The larger diameter will make more high rpm power as a smaller diameter will make better low end torque. As far as detonation is concerned, you can make 650hp without that issue. As long as you keep the compression low enough and make up the power in cubic inch, head flow, and camshaft. This of course may hurt the low end drive-ability but it is possible.

[GBowman]

Brent spec'd the 3:73/.82 OD for that reason FYI, I am very happy with the set up now. I have right around 2500 miles and finally have the car dialed in, I have adjusted lash once (needed almost no adjusting). We put all top end stuff in there so it should stay together

I broke an output shaft on a hard launch which made Brent happy so I replaced those with much stronger ones, also got a Diff from Diffsonline so as to remove any potential weak link back there.

Vintage put some really sweet springs and bushings on which vastly improved ride and handling.

Very happy with all of it thx.

[GBowman]

As for wanting more-no way over 660HP is more than enough in these cars, I'm turning 50 soon and my risk tolerance has waned a tad. I cant even imagine any more power, I know Vintage has put some insane power in a car or two so Jay could comment more but I just don't see using anymore than I have.

[blykins]

What Gary was referring to was the dreaded "buck" that you get when the engine doesn't like to be loaded at low rpms. It's usually due to a big cam that's inefficient at low rpms and high rearend gears/overdrive gears.

[Ace23]

Originally Posted by CraftEngines

Primary size somewhat depends on the driving characteristics you are looking for. The larger diameter will make more high rpm power as a smaller diameter will make better low end torque. As far as detonation is concerned, you can make 650hp without that issue. As long as you keep the compression low enough and make up the power in cubic inch, head flow, and camshaft. This of course may hurt the low end drive-ability but it is possible.

That is along the lines of what I've been told but did not know at what point you cross that line. I've you are running a hydraulic roller and staying under 6500rpm the smaller headers probably make more since on a street car. I'm not sure what the guy had in mind when he commissioned the car I have but a track setup is what I would think. I'm not really sure its worth swapping headers at this point and especially if I change up the Windsor platform to something a bit larger down the road

Originally Posted by GBowman

Brent spec'd the 3:73/.82 OD for that reason FYI, I am very happy with the set up now. I have right around 2500 miles and finally have the car dialed in, I have adjusted lash once (needed almost no adjusting). We put all top end stuff in there so it should stay together

I broke an output shaft on a hard launch which made Brent happy so I replaced those with much stronger ones, also got a Diff from Diffsonline so as to remove any potential weak link back there.

Vintage put some really sweet springs and bushings on which vastly improved ride and handling.

Very happy with all of it thx.

That always good to hear when people are happy with what they have. After we make the change to the cam Brent specified I may look at the gearing as well. I want to try one thing at a time to see what works and what doesn't. Gary, I'm with you I think 650-700 is about the insane limit in one of these cars. I've driven a 615 445ci Windsor and another 75hp would be a handful. If I ever win the lottery I'm going to buy one of those Whipple charged backdrafts and have them build a full body crash cage with air bags and a parachute.

Originally Posted by blykins

What Gary was referring to was the dreaded "buck" that you get when the engine doesn't like to be loaded at low rpms. It's usually due to a big cam that's inefficient at low rpms and high rearend gears/overdrive gears.

Sounds like my car would have been a prime candidate for that if they LSA hadn't been at 112. What is your take on the potential for a 460 Windsor using my existing Brodix Trax 1 heads.....93 pump gas and peaking at 6000? And don't sound like a geezer and say more than your tires can hook up.Thanks