History 64/65 Comets old drag cars lets see pictures

Man..if I had the funds I would get this Comet.I have always been a 64-65 Comet enthusiast,but that 66 is really nice...and I really like the 351C with the 4 barrel heads.I built one for my 1971 Mach 1.You can bore and stroke them out to 427 CI.

 

I might have to go test drive it.

 

Quarter mile burnouts? Let's not get crazy!

 

The 351C doesnt have enough deck height 9.2, 351W has 9.5 deck to get the big cubes with. Al

 

The biggest I have seen a stock 351C go to is 408",a lot of 393s" though!!! ROY.

 

Red, White & Blue Sox or White Jardines. A hard decision. I say, when in doubt, do both. Ken should just build another Comet.....Mike

 

The mind sure plays tricks when you get on with the ageing process.I could have sworn the 71 Cleveland quench head I had was pushed out to 427 CI. Guess not...I just finished digging through all my stuff and found the emblems...

 

Found this gem while surfing...

 

Here's one from the new Car Craft in case anyone missed it:

 

Good read too.I really dig how he created the aluminum rear wheels to appear as a steelie! Nice work Todd.
Myron_

 

Does anyone have any better photos of the "Heavenly Comet"? I need better shots of the rear quarter panel for when the car will be re-lettered here shortly.

 

One of the 64 Comets on eBay right now....

 

Anyone planning to make it to Ford Carlisle? I know there was some talk of it earlier.

Mike

 

Anyone here need another '64 to build and race?

http://phoenix.craigslist.org/evl/cto/3001615466.html

I just talked with this guy. However, his car is not for me. It's just a shell. I'm looking for a running '64.

 

I need some advice... I'm looking for a single 4 barrel,single plane intake manifold thats good to at least 7,000 rpms.I have a massaged Edelbrock Torker but want to get away from the twisted carb mount.I am going to use a Holley 850 cfm double pumper.The engine is balanced and blueprinted,bored .030 over,12.5 to 1 CR with ported and polished heads with 1.94 intakes and 1.60 exhausts.The cam is a solid lifter with 312 degrees advertised duration and .534 lift. The drivetrain consists of a Borg Warner T10B 4 speed and 9 inch rearend with a Detroit Locker with a 4.71 gear.

 

Steve;I had good luck running the Edelbrock Victor Jr.,ran one on my 289s and 347s,worked great! ROY.

 

Hey Roy...my Torker has been smoothed out some,and port matched to the heads. Do you recommend doing any work to the Victor,or just bolt it on...The heads have screw in rockerarm studs,guide plates,Crane valvetrain and Hedman Headers.

 

I agree the victor Jr is good. Unless you have experience porting I would only gasket match ports and the top to your spacer... Al

 

Steve;I agree with Al,you should not need to do much more than a gasket match.I've had friends try other brands and come back to the Victor jr.!! ROY

 

Victor Jr. on my set-up... What cubic inches?

 

It's a professionally built .030 over 289 using a 1969 302 block.I prefer the 302 block over the 289 block because the cylinder walls extend farther into the block and give more support at the bottom of the stroke.A 289 hi-po crank and rods with 5/16 Mr. Gasket rod bolts and TRW 12.5 to 1 pistons.And the whole assembly is balanced and blueprinted by Phils Automotive in Honolulu.Phil was the "go to" guy if you had a Ford.He had an excellent reputation.The picture attached is the Stroppe B/FX Cyclone and on the top rear quarter you can make out Phils Automotive.My Cyclone was in the same DSO group as the B/FX Cyclone.Both Cyclones have the same build date,6 digit DSO and are only 2 units apart.

 

Steve; We been using early 70's Mexican 302 Blocks that come in Comets that look like Maverick out of Southern California Asy Plant. There Heavy Duty like the Boss 302 Block except the center 3 mains only have 2 bolts per jounel not 4 like the Boss 302. Those Blocks have a higher nickel content in them and it has the 6 bolt bel housing not the 5 Bolt like the 64 Blocks. As for the rods go I use the Boss 302 Rods with 3/8 ARP stud and nuts not the 289 Hi Po Rods from the early 60's. With the Hi Po Crank and Rods it needs to be exturnaly Balenced, it needs a different flywheel and front damper. That what I Run on the 65 BFX Comet and still get down in the low 11's with only a 289 not 302's or 351 W or C's. All for now ~~~~~~~~AFX DAVE~~~~~~~~

 

Is it me, or does an 850 seem like alot of carb? Just asking.

 

Dale;an 850 is a lot for a 289 unless it sees over 8000 RPMs and has some serious head work[air flow],and a lot of cam!!!!Look at the 10 second Super Stock 289 powered cars,they use an Autolite 4100[450cfm]!! JMO , ROY.

 

Dale

I agree, a tad much for a 292 incher. Our rule of thumb back in the day was always 2cfm per cu in if it was a massaged carb from a pro carb shop or add another 100 - 125 cfm if it was a Holley box stocker. Otherwise there is no bottom end drivability. With the advances in the new Holley HP carbs I'd say a 700 or 750 HP series would work great on a small motor up to 8000 & still be throttle friendly on the return road.....Mike

 

I have been playing with 289s since the 1960s.It seems to me that they like to be over carbureted.Back in those days a teenager would try anything whether it made sense or not.We put a 850 on a 289 in a 66 Mustang and it ran great!But yeah,common sense would dictate that a 850 is too big.I have run a Holley 650 DP and a 750 DP on the massaged Torker,and 2 Holley 465s on a Weiand Tunnel Ram.I really liked the Weiand/Holley setup.I am definitely taking the Torker off.I see that Jegs has a real nice Weiand Tunnel Ram kit (1988K) that comes with 2 Holley 450s,linkage,fuel line and whatever you need for the install.Heres something I would spend hours playing with; (RPM X CI) divided by 3,456.That equation is assuming 100% volumetric efficiency.I always liked running more carb than needed so I wouldn't be maxing out the smaller carb.I know I won't be maxing out the 850,and it's a damn good carb.

 

A good read. Although I currently run a 650 D.P., professionally set-up, Roy was kind enough that one day, during a real good test and tune session to loan me his 750 for some back to back comparisons, which would be GREAT to play with. I have learned that with the camshaft combination I have, spinning it up to 8K just dropped me into a more favorable sweet spot. With my new set-up, and the increased airflow from the heads after the extensive work, it may just be a better suited combo, and I may not need to spin it up so hard, maybe limit it to 7700 or so rpms.

 

Steve and anyone else;the carburator max CFM debate has been going on for more years than I can count!!! All the theories are based on formulas that will get you close,not perfect for every case!! I ran two 600cfm vacuum secondary Holleys on a tunnel rammed 289,ran great on the street and strip,saw a picture of a Bud Moore 69 Boss 302 Trans Am car with two Holley Dominators,so who knows what works until you try it!!!Steve,I did not realize where you were headed with your build,thought it was more of a streeter,thus you would want more bottom end from a smaller carb!Dale,the offer still stands on my 750HP. ROY.

 

Roy,the Cyclone will be street legal,but won't see the street very often.I guess you could consider it a Strip car with plates.The interior is now completely out.Door panels,seats,carpet,everything.Haven't really decided what to do with the interior.The wheels and tires are going to be replaced.Haven't really decided on that either....

 

Steve;I hear you on street use!!! My Comet is Licensed and Insured,but not real street friendly!!!The fixed lexan windows,no vents for outside air,BIG solid roller cam,slicks,5.14 gears and the non-synchro Jerico make for interesting street driving!!!!It is fun,just not for very long distances!!!!! ROY.