So the lower arms and pan hard bar do the locating and the top arms have some give so they don't bind with the pan hard bar. It retains the original triangulated 4 bars however we run PU bushes in the bottom arms and ordinary rubber in the top arms. Once the full wieght of the car is on, it will sit fairly level.

The picture above is with the unit installed, keep in mind the car was just a shell so no weight was in it and the rear is sitting high. You see in a race car I can place the roll cage in a position to pick up such loads placed on the pan hard bar brackets, but in this situaton we couldn't. However the body, subframe and floor pan at the rear is no where near strong enoungh to concentrate the loads of pan hard bar in any one spot, so it has to be carefully planned and constructed, especially so in a street car like this that we cannot put a full roll cage in. You'll know how your oil control system is doing if you nail the throttle after extended high rpm running and get a whole lot of blue smoke.Īny other time no smoke probs when running through the gears.Īn improvement in oil control will help here, but popping in a set of 3.00 gears in place of the 3.70s will help the most.Back in the day Group C racing one of the tricks to get the Holden Torana to handle nice and be more predictable in corners was to fit a rear pan hard bar to give much better diff locating than the OEM triangulated 4 bars offered. One thing to think about when running elevated rpms for a while is that there's a lot of oil tossed up into the engine valley and under some conditions it can be hard to control. Too much rpm though, don't know what the mpg was, we were more interested in getting home after a long hot day than we were in mileage.

Same route using 4th on the grades returned 25.5 mpg.Ĭouple of weeks back, ran the roadster at 3300 rpm - 80 per - and vacuum was about 16'-17' during most of the 60 mile trip. Mileage running from point A to point B was 24.5 mpg using 5th during all the moderate grades and flatland running. Slide the trans up into 5th, vacuum dropped 3'-4'. I note that my 88 Mustang GT with 5.4 liter and 5-speed would pull a higher vacuum in 4th on long desert highways with their subtle - in some cases - grades. Monitoring a vacuum gauge can help quite a bit.

Good mileage is not all about slow rpms on the highway, but it helps.Īs you can see, every aspect of running an engine is a two-edged sword that cuts both ways. That said, doubling the rpm squares the stresses on the engine from what I understand.īut, lugging it creates stresses of another kind, detonation is a possibility and it's harder on bearings. Imo, lugging the engine is harder on it than spinning it a bit.

Pulling cam 350 chevy