i got a AAM1150 to trim, for a 94 Thunderbird... the stock 4.6 sheared one of the 8.8 axles and twist fractured the other. the book says its good for 800lbft off a Cummins thru an automatic... the 4r70w has a 700lbft valve body mod, just watch the heat gauge...
Those independent rears found in the thunderbirds can be very sensitive. The crown vic is a solid axle version with 31 spline axles (05-up). I promise you won't break that aam1150 in your thunderbird. LOL
Awesome work! Love seeing the progress. I might suggest a QA1 carbon driveshaft and driveshaft hoops if you're going to keep racing and switch to 4.56 gears. I run 4.30s and it's sketch over 100. I think it's rated to 90 mph with 4.30s 😅
Are you still running the 430hp tune? What does the car weigh? Have you weighed it? Wallace racing has calculators, which if you are running 4200 lb. car at 430 hp on a perfect run should be ~12.50 at 108. All guesses on my part... Obviously, you have a few things slowing you down, like the manual, bog launch (4.56), letting out to shift, surface prep... Could you use that momentary on the clutch pedal for an ignition interrupt for a no lift shift? (I've always called 'power shift') That would help shifting speed and not lose boost... Have you looked into bracing or tube welding that 8.8? Might not be a bad idea... The thought of building one of these has been on my mind, which is how I found the channel. My build would be more traditional turbo setup, up front with an air to air. I also think I'd do a 6R80 swap with a US Shift controller. Can always spiral later on with a Coyote or Godzilla swap...
car is around 4370 due to the cop car stuff still on it. The tune is a "marty tune" and hasn't been on the dyno yet. (we tuned it at a track). It is conservative on timing and a/f for longevity. we are running 8.5psi. It is probably capable of high 12's in a perfect world. I should be able to get it to low 13's in reality with the manual, lag, shifting, track surface, gearing etc. I may lower the factory computer rev limiter so I can flat pedal it with the 4.56's. Next race is the end of the month, and I'm waiting on the gears yet. The gears will be the last upgrade to the car for this series. I am currently building a 1990 Caprice 9c1 to go head to head with this car, and we will see what that leads to. After that the Vic will most likely get a forged rotating assembly, cams, and heads for 15+psi (this will then snowball down stream to the trans, and rear end/suspension). The problem then is, it's no longer in most peoples budget and it then is out of touch for most viewers, and defeats the purpose of building a crown vic for anyone other than die hard fans of the Vics.
@@DeathTollRacing Now that I found you I'll be tuning in. I don't believe to go forged you really need a crank, I'm pretty sure that stock crank lives at higher numbers than 15 psi will get you. Obviously don't take my word... Connecting rods you have a couple options right? Take out Coyote, unlikely to find Terminator take outs, or aftermarket. I believe boost ready aftermarket are in that $6-750 range, and up. Good forged pistons are in that range also. Some pistons have a short distance from the top to the top ring, making them a bad choice for valve reliefs if you are going big duration cams. Seemingly endless choices with all that stuff. Any plans for cams or other upgrades? Better NA power means more power with less boost, as I'm sure you know.
In the world of engine building, they are not. The point of this car in it's current state was what you can do without (reliably). A built engine is in the future though.
