Don Terrill’s Speed-Talk

Rocker geometry looks good but this is without the lifters pumped up. Not sure if ther is a better way. Not used to non adjustable valve train.

NICE

wyrmrider wrote:NICE

Thanks! Big Mikey is working hard at making it look pretty piece by piece.

I'm still interested in how much rust/corrosion was evident around the motor and accessories. I can see if the fisherman left it parked along the waterfront and the entire truck was "salt misted" from spray off the water. Then again how do "inside" the cab parts (screws on interior trim, seat belt bolts/holes in floor, seat bolts/studs at floor, seat frames etc) look that normally get wrecked in a hurricane Sandy type flood?

Owning a 93 Lightning I just shake my head at the amount of work in porting etc you did to add what 10-20-30 more HP. It's my experience 93-95 Lightning's came with a very unique computer that is hard to find and impossible to rebuild/remain. The wiring harness seeing that picture of the computer has got to be a nightmare waiting to happen. BTW the Lightning's unique 125mph instrument cluster plays a key part in shift points and shifts.

I believe the engine is being swapped into a bronco isn't it? If that's the case, whatever is left of the Lightning wouldn't matter..

[quote="qikbbstang"]I'm still interested in how much rust/corrosion was evident around the motor and accessories. I can see if the fisherman left it parked along the waterfront and the entire truck was "salt misted" from spray off the water. Then again how do "inside" the cab parts (screws on interior trim, seat belt bolts/holes in floor, seat bolts/studs at floor, seat frames etc) look that normally get wrecked in a hurricane Sandy type flood?

Owning a 93 Lightning I just shake my head at the amount of work in porting etc you did to add what 10-20-30 more HP. It's my experience 93-95 Lightning's came with a very unique computer that is hard to find and impossible to rebuild/remain. The wiring harness seeing that picture of the computer has got to be a nightmare waiting to happen. BTW the Lightning's unique 125mph instrument cluster plays a key part in shift points and shifts.[/quot



The cab smelled so bad that I spent as little time as possible inside. As far as all the work to get 30 hp well that is the kind of guy I am. Knight engines can spend less time and get 640hp out of the same cubes. I will bet dollars to dohnuts that the little lightning engine makes way better than stock torque when it finally runs!

Eye candy for those that like that kind of thing. Mikey sanded, painted, stickered and clear coated to make pretty.

More Ford engineering I don't understand. 2.43" vs. 2.10" flanges.

Crappy lightning headers deburred and flanges opened a bit.

My theory on why Ford would build headers and y pipe with different flange sizes would be to tune the exhaust system on each side to a different torque curve. One header is designed for a lower rpm torque curve and the other for a higher rpm torque curve. Why? Different torque curve peaks would flatten the torque curve of the engine. The Edelbrock performer intake manifold from the 90's was designed the same way. Upper runners large cross section for high rpm. Lower runners smaller cross section for low rpm torque.

Typical of every build I do, every piece is custom. The amount of time to make this vacuum bung clear the aluminum valve covers was insane. Everything was clean so I was not going to use a grinder.

I should have taken a "before " picture of this. Ford quality, the egr spacer is cast with a .100" misalignment. This pic is after alignment grinding has begun.

After multiple grinding, cleaning and fitting cycles we finally have a smooth transition from tb, egr, to plenum.

Cooking high temp paint on lightning headers.

replacement 351w came from a wreck in running shape and had pink 22lb/hr injectors. Stock bronco and lightning injectors were orange 19 lb/hr. I think the pink ones will work out well with this build.