$454

[Truck Shop]

 

[Truck Shop]

1938 was first year for column shift three speed, Chrysler, but Pontiac claims the first
to install it.
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Too bad all the class eight trucks didn't offer a 13 or 18 speed on the tree/column.
It would have given so much angst, the more angst the better.
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The latest news in truck development is Spicer Main & Auxiliary transmissions are making
a come back----5 X 4 twin sticks on the Tree--makes easier to stick are through steering
wheel for the Big Split gear grab, yes a column shift 5 X 4 folks.

 

[Truck Shop]

A very rare Plymouth, 1970 Fury Sport GT 440+6
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[Truck Shop]

The Sleeper--1969 American Motors AMX, 390 cu.in. 340 hp 4 speed posi rear axle.
Hot Rod magazine ran a shootout at a California track in 1969, between the Ford
Boss 302, Chevy Z28 and the AMX. The AMX killed both of the competitors, with
consistent passes of 106+ mph 1/4 mile. Both Ford and Chevy 100 and they had
to put a set of cheater slicks on the Boss to break 100. Friend had a 69 AMX--it was
fast.
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[colson04]

I have never heard of the AMX until now. Sounds like a real runner for the day.

My dad has a '68 Camaro in the garage that he bought as a basket case in '83. I rebuilt the 400 small block back in the late 2000's and the car has never been back on the road since. The engine runs well. I took it to a local hot rod engine tuner. He ran the break in, then tuned it. Engine made 425 hp, 503 lb-ft torque on the dyno. Dad wanted to ditch the burned out Th350 trans for a 4 speed. Then we decided a modern 5 speed would be better and I started down that road. Before I could get the driveline made, Dad started having horrible knee and hip problems so a 700r4 was procured. Currently, the car sits on blocks, waiting for me to pull the 5 speed and start the install work for the 700r4. My career, family life, etc has derailed this project so long that I don't know if my kids will ever get a chance to go for a ride with Papa in it.

 

[Truck Shop]

Engine made 425 hp,

Must have a stout cam 280/288 duration somewhere in the 520 lift range, need a stall for that
one.

 

[colson04]

Must have a stout cam 280/288 duration somewhere in the 520 lift range, need a stall for that
one.

I wish I still had the spec sheet. I swapped the heads to the vortec style, edlebrock intake and carb. Because of the vortec heads, the lift had to stay under .500". I called the Crane tech line and told them what I was building. They selected the camshaft that would best suit my components and goal (400hp).

 

[Truck Shop]

I swapped the heads to the vortec style, edlebrock intake and carb. Because of the vortec heads, the lift had to stay under .500".

That's a common practice these days. It's not the lift so much as duration. People remember the
rumbling exhaust notes of 60's 70's factory engines. Chryslers 383/440 really didn't run all that
much lift-around 450 and some less. It was the duration that really made them rumble.

 

[Old Doug]

When I was in school one of my buddy's had a 1961 Ford Falcon 144 six 3 speed. Another guy in town had 1964 falcon . They had drag raced them I think the 61 was faster . The guy with the 64 had a 302 put in his. We found a I think 1964 Fairlane 289 4 speed . The Fairlane was wrecked but it should have been fixed up . We but the 289 in the falcon but the other guy was afraid and never raced us.

 

[Truck Shop]

144's & 170's--not real good oiling system in those, plus the built in log intake manifold
really caused air flow issues. 1965 and down 260/289's were five bolt bell housings.

 

[Shimmy1]

When I was in school one of my buddy's had a 1961 Ford Falcon 144 six 3 speed. Another guy in town had 1964 falcon . They had drag raced them I think the 61 was faster . The guy with the 64 had a 302 put in his. We found a I think 1964 Fairlane 289 4 speed . The Fairlane was wrecked but it should have been fixed up . We but the 289 in the falcon but the other guy was afraid and never raced us.

I was never a racer in high school, more into the truck pulls. In racing though, lot of times I felt a small block beat another because of the time lost shifting. Your 289 would be a prime example. Probably was more driver issue than anything, but those little 289s could twist.

 

[56wrench]

I always liked the looks of those AMX’s. There weren’t many around here compared to the big 3 mostly because there weren’t many dealers whereas every small town had at least one of the big 3 dealers. Back then the big 3( as well as IHC) sold a lot of grain/farm trucks so probably that was why there weren’t as many AMC dealers

 

[Dom]

The AMC's were fast in can am, cool story how they got started in the series.

 

[Truck Shop]

Biggest issue with manuals--not enough practice and worn out shifter--junk factory linkage.
Even the Hurst if driven regularly needed recentered and linkage bushings changed about
/minimum every year. It's kind of like most things of any that fall in the area of competition.
Whether shooting hoops or hand, eye and hearing setting behind the wheel. If you don't
perform it regularly probably going to miss shifts or be worried it won't be quick crisp with
a fast right leg jab and left leg throttle response. Doug Nash took care of allot of that, but
a properly set up automatic valve body and clutch packs is hard to beat.
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If you see green---your late.

 

[Truck Shop]

One little known fact---The Chrysler 727 is the one auto with the fewest moving parts,
simplicity was what made them great. But the 727 has a downfall others do not. In the
rear of case sets the one way roller clutch--it's not a clutch like a clutch pack with friction
discs, it's a waved center piece with spring loaded rollers. It's pressed into rear case.
performing a burnout in first gear can cause the the roller clutch housing to come loose
and spin in the case if not updated with dowel pins to hold it. Believe it or not a tire
roasting should be done in second with a power braking if case is not pined. One way
exploded view below.
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[Truck Shop]

Then there is this small strut piece that goes on the low/reverse band incorporated
with adjustment pillar. Many times has it been the case someone gets stuck and
starts rocking back & forth from D To R, and suddenly there is no motion either way.
The quick/rapid servo action on the low/reverse band can cause the strut to fall out
into pan. Removed pan-reinstall strut adjust band to Inch Lbs refill and drive.
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[Junkyard]

I was never a racer in high school, more into the truck pulls. In racing though, lot of times I felt a small block beat another because of the time lost shifting. Your 289 would be a prime example. Probably was more driver issue than anything, but those little 289s could twist.

When we vintage road raced there were lots of mustangs and a few random cougars with 289’s. Some with 180 degree headers. Man those little boogers would scream. A sound all their own north of 7500-8000 rpm.

 

[Truck Shop]

When we vintage road raced there were lots of mustangs and a few random cougars with 289’s.

It was made to scream with a 2.750 stroke & 4.000 bore. Those engines got real radical real
fast with a cam over 270 advertised duration. Even a 268 cam was a fairly rumpy cam for that
stroke/bore. The factory spec below for oem Ford cam #C302-6250-C, Flat tappet solid cam.
Advertised intake 263* @ .050 lift 228
Advertised exhaust 261* @ .050 lift 227
Intake lift 478
Exhaust lift 475
Lobe separation 114
And it was a fairly rumpy factory cam, 271 hp in a 289, 306 hp in a 302 but the 302 also
has a 3.000 stroke. I had one in my jeep with a 289 that I built a factory spec'd 271 hp
289 for, it went to work a little over 2,000 rpm and ran out about 6,800.
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[Shimmy1]

When we vintage road raced there were lots of mustangs and a few random cougars with 289’s. Some with 180 degree headers. Man those little boogers would scream. A sound all their own north of 7500-8000 rpm.

The drag races that used to go on around here 20-30 years ago were 1/8 mile strips. A lot of Chevy guys were running 2-sp Powerglides. The only Ford engines besides the small blocks that did well without spending huge money were the 351 Clevelands, and they needed enough. Funny story about one of those, friend had one in a '72 Cougar. Took it to Sabin, MN. That's a eighth-mile track. Whatever the rule at the time was for needing a cage, he broke that time. They told him to load up and not come back without a cage. He never raced the car again, said he was too scared. But, back to the small block Fords. I remember some guys playing around trying to figure out how to lock-out 3rd gear in the C-6s. I don't remember if it ever got figured out or maybe someone came up with a fix?

 

[Truck Shop]

. I remember some guys playing around trying to figure out how to lock-out 3rd gear in the C-6s. I don't remember if it ever got figured out or maybe someone came up with a fix?

There was a company that built a two speed auto conversion for 1/8 mile. But it was kind of
redundant, there is a 1/8 mile track here Bonanza Raceway. Everyone runs 3spd autos with
extra low gears.
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As far as Cleveland's go--a motor that was banned by Nascar, it was all in the cylinder heads.
GM never ever produced any small block with ports and runners that big. Only rated a factory
335 hp, it nothing more than some extra bolt on's to arrive at 400 hp. A proper intake manifold,
some good Hookers and a 700 cfm carb is about all that was needed. Fords best overall engine.
The Australian plant was responsible for most of it, combined with H&M factory racers.
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