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Superformance #298, Malechite Green
Engine:
Dart Aluminum block. 4.125” bore 4bolt mains, Cleveland journals.
Eagle forged crank 4” stroke zero balance
Eagle forged H-Beam rods, ARP bolts
JE Pistons. 10.5:1
AFR205 Heads. Titanium valves, Beehive springs, Titanium retainers
Cometic MLS gaskets
Custom Comp Cams hydraulic roller cam
7/16 Hi-tech pushrods
Jesel shaft rockers
FluiDamper 650201 damper
Canfield 1-7/8 headers to fit wide AFR bolt pattern with wider exhaust port.
Sidepipes have spiral auger type inserts replacing original restrictive packing.
Ford EDIS distributorless ignition, Magnecor wires
56mm individual throttle body electronic fuel injection, prototype.
50lb Delphi injectors.
K&N filter
Prototype thermostat housing, o-ring seal
-8 fuel lines, supply and return.
ATL fuel cell with surge tank and internal fuel pump (have original tank)
Drivetrain:
Tilton 7.25 Cerametallic twin disc clutch,
Quartermaster 153T flywheel, lightened to 8.2 lbs
Tilton hydraulic throwout bearing
Tremec 3550 5 speed
Pro5.0 shifter
Aluminum 8.8 differential, 3.27 gears, Torsen T2
Reinforced differential frame mounts
Custom Chrome Moly axles, close fitting splines.
Suspension:
Front and rear control arm bushings replaced with PTFE lined spherical bearings.
Sway bar front: Custom design using heat treated Chrome moly tubing, composite bushings, rod end links.
Sway bar rear: Speedway 1” hollow with splined ends, aluminum arms, rod end links.
Bilstein shocks
HR springs.
Custom billet steering rack mounts
Brakes:
Wilwood Dynalite 4 piston calipers, 12” vented discs front and rear.
SS braided lines
Wilwood “Q” pads
Custom cooling ducts, high temp silicon hose
Wheels:
Custom Vintage Wheel Works D style.
Front: 17x9.5 275/40ZR17 G-Force KD
Rear: 17x11315/35ZR17 G-Force KD
Misc:
Full width powdercoated rollbar (original included)
5 point cam-lock seat belts both sides
Leather steering wheel
EFI electric components, fuses and relays on a swing down hinged panel passenger side footwell
This car has been my project for 3 years, it spends it’s time parked in an air conditioned shop and has had most engine, drivetrain and suspension components measured and then turned into CAD data. The suspension points have been set up and modified to provide a proper amount of camber gain per inch of travel, roll center and ‘swing arm’ length. The Superformance does have a well dsesigned suspension with unequal length control arms front and rear. The car has responded well to the rubber components being replaced and I consider it truly “dialed in”. Bump steer has been adjusted out using precision tools down to increments of .010 rack adjustment, SPF’s have a nice feature in that the steering rack is adjustable in height and I’ve replaced the original rubber mounts with aluminum ones. The suspension travel has been designed to provide the first 1-1/2” of travel to be lightly sprung at which point jounce bumpers stiffen the travel for the remainder. This provides a gentle ride and compliance that increases in stiffness once driven hard.
The main feature of this car is the induction system. It’s the prototype that has had 6 months of design time. It’s designed specifically for this engine and I consider it the most successful project I’ve ever done. Being electronically fuel injected it has gentle driveability much like a normal car but makes massive power with a torque curve that sits above 400 (rear wheel) from 2500 rpm on up. The car makes 497 RWHP. It’s a very fast revving engine and can free rev at 14,000 revs per second thanks to the lightweight clutch. The Cerametallic discs allow slippage better than a normal racing disc and the car is easy to drive in traffic.
The engine has been rebuilt during the recent induction system project and has several hundred miles on it, almost any moving part on the car has been replaced at one point.
