Full Build: Building the Ultimate Sleeper Out of a 1977 Ford Granada That Turns 7500 RPM!

We loved working on this underrated vehicle that you would never call a Classic, it's our spicy Granada bedroom and on the street this thing kept a low profile, but on the street it demanded your attention. We hope you reconsider this forgotten Ford and if the price of the old grenades goes up please accept our apologies are you watching Power Nation today we are out of the shop it's good to get out every once in a while and do some real work on the cars and this is something I think we can drive but we don't I don't know because well, we don't know much about it.

We're going down here to look at a

1977

Ford Granada that supposedly ran when parked. You know everything works and then you park it but it doesn't work and then it doesn't. It doesn't work anymore, so you know, that's pretty common. The owner thinks it's something simple, but we're not 100 percent sure, so the important thing here is that we have a lot of parts reserved for RockAuto, so let's go down. We're a little blind, but we think we can figure it out and hope

full

y get this working again. He said the transmission is leaking. This is the car this person wants to get running again so they can drive it and maybe sell it.

So it sounds. like a cool project I'm a fan of old 70's

ford

s and this one looks pretty cool it's supposedly a v8 car so we'll know a lot more when we get there and I think we're getting close here you know I know we're close yeah I should be up here on the right, okay, yeah, there it is, oh yeah, oh yeah, now we're talking, this is better than I thought. Yes, it is sunk. like how he rolled down the windows so it could maybe air out, which makes me feel like there's going to be a smell in here no, it smells a little Yeah, but now look inside, though I mean this thing had to have been stored in a garage.

Dash, yeah, so that doesn't break, you know, I don't see anything, I don't see any silly things under that vinyl, no, I think it's just been here and it's dirty, yeah, just dirty, but it's trying to get back to the earth. keys in, make sure they are solid on the floor, which you know, usually the only reason you leave your keys in the car is when it's not running properly, the oil is a little high but it seems free of water or fuel . so it probably got too

full

, the battery was completely dead, so we'll put the Matco jump box in and see if it

turns

over, yeah, go ahead, oh okay, I don't think it tried to shoot, yeah, no way , yes, it is getting. gas, you're getting fuel, what do you have as your fuel gauge right now?

Let's see, it's at least a quarter, okay, uh, yeah, a little more than a quarter, okay, if that's right. If it moves, let's see if this thing has a spark. yes, let's check if there is a spark. um I'm just going to pull a plug or pull a wire and see if it touches. I'm going to pull them. There you go, look at that arc that something, wait, wait, do you have a spark? No no. spark no oh oh there we go okay there we go there's one thing that's simple let's try this this is not plugged in it's broken so it came unplugged I guess but it looks good so let's try it so I can hear the spark that time pull the wire and see if We really got spark, let's start there, pull a wire, oh yeah, I can hear it creaking, why don't you look at it?

Okay, one important ISO part is missing, just put a rotor on it. I just want to see if it works, we have the cables and if it works, we'll do all those other things, but I want to see if it works. rockauto.com offers complete kits for several different jobs, like this United Engine Tune Up Kit, which comes with a set of spark plug wires, distributor cap, and the rotor we need. Their website makes it easy to find what you're looking for and even makes suggestions for other tools or parts you may need to complete the job.

Well, let's try that, oh her. a little smoke, yes, and it has a dead hole. Yeah, it's only on seven, it has a little noise in the valve tray, it works pretty well, although I want to say it's not bad, now that we know it works we can install the rest of the tune. kit and look for the cause of our dead cylinder, that sounded good, oh there's the problem, the wire where the rest is is there, but someone ripped it off at one point and also ripped the boot off, but that's okay, I think that one It is our culprit.

Do you know the firing order of this good reason? It's not necessary because it's one five four two six three seven eight oh, work smarter, not harder, right? Or you can just know it if you didn't know it and you weren't familiar, you would know it. just change them one at a time yeah if you didn't know the firing order and you didn't know what number one is but these actually have it marked on the rotor which is very helpful they are marked so you can go one, No. just do this and then throw them away and you don't even have to take them off if you don't want or change that anyway right now new rotor oh yeah blue Ford yeah here are your numbers so you know where it comes in handy Clean out the insides of the dealer.

Meerschaum penetrating lubricant makes it easy to clean away dirt and debris. The plugs are dirty so we are replacing them with a new set from rockauto.com. We will separate them according to the specifications you need. The car fits our application, which costs fifty thousand, the dielectric grease came with the adjustment kit, very convenient with any adjustment, a fresh air filter is a great idea, hey, hold your hand, look you always find good things I mean, it's broken, but now we know where it went oh, that's perfect, that purr is like a kitten, the smoke is less, yeah, so the charge definitely had a dead battery, but it's good to know that the charging system actually works well, dirty dog, please move under your own power, the owner was kind enough to let us take the Granada back to the shop to work on the transmission leak, oh there's something, oh ya that it's 102 degrees today, we'll gladly take that offer next with just a few hours of work with the old man.

Ford is roadworthy again, see you, we have the Granada back in the shop trying to find the source of a substantial transmission leak. This car is very, very good underneath. A quick inspection told us two things, one of them, this car is super clean and rust free. two, the transmission pan gasket is clearly the source of the leak, now you have seen this well, yes you notice there are some signs, there are some signs, this has been out, there is no washer here, there are some Primarks, those are some vents, there are bolts that obviously don't go, yeah, where they are, at least it's a little stuck, yeah, there it goes, Let Her Go, that worked pretty well, not bad, there you go, there you go, it smells good, It doesn't smell burnt, I'm not going to say it smells. well, it smells like it's supposed to be the normal amount of silver color, but there are no chunks.

Oh yeah, we went to rockauto.com to get a new gasket along with a few other useful items, although the

1977

Granite is definitely not one. Of the most popular cars on the roads these days had a great selection of parts for Ford, including cheap OEM replacement and performance options after scraping the rest of the gasket and cleaning the pan, new filter with check ball installs by squeezing Don't be too aggressive on the pan, as you could crush or break the gasket when digging under a car. Sometimes you find unexpected things, like a loose engine mount, this just needs to be tightened after lubricating the new oil filter.

Will spin it into both the filter and the oil, comes from rockauto.com. Any engine, especially an older one like this one, will benefit from Meerschaum Engine Treatment, it helps clean any built up deposits or dirt and does not contain any chemicals that can damage your engine. We'll pour the recommended amount for our engine's oil capacity, then add new transmission fluid to help clean the fuel system, add meerschaum engine treatment to the gas tank, and we also did all the important stuff on this. Granada, so let's move on to something that may seem trivial but is quite important and that is the reverse lights.

If you paid attention when the car was backing up, it actually had one of the lights off. The best thing about getting rockauto spare parts. .com is that you can not only get OE style replacement parts, but you can also get replacement parts, so we are going to upgrade these reverse lights to a set of LEDs, which will be much brighter, will have a nice white light and since they are LED they will last much longer since we have to change one, we could also change both and then this car will be roadworthy. This is an easy job, it only takes a couple of minutes and a screwdriver.

Now our old vehicle has modern and bright lighting. You can easily tell the difference between the old incandescent light and the new LED. Sweet cruiser we look good on this with just a few hours of work. The Granada is running clean and back on the road. Some of you may not agree, but we believe. that the Ford Granada shows a lot of promise as a project vehicle, except for its engine, today it is anemic in engine power, we fixed that, thanks today, in engine power, we are going to do something we haven't done in a long time, a car now yes You remember well, we helped an owner get this car running because they wanted to sell it well.

Turns out we decided we couldn't live without it, so after some paper changed hands, we are now the proud owners of this 1977 Ford Granada. Gia, now it didn't work out so well and it took a little work to get it into this place. This is what it looked like even though it had been sitting in a yard for a while with a badly flat tire and the usual signs of old age. It was clear that the owner of this Granada took very good care of it, the paint was in excellent condition and the frame and body were almost rust free at first, the engine did not run at all, after troubleshooting a couple of problems we found the problem. one dealer had a missing rotor after replacing the rotor cap spark plug wires and air filter, the engine ran fairly well and the smoke started to clear up in the shop, we discovered that a worn gasket was the source of the transmission leak after changing the filter and gasket, we gave the Granada new transmission fluid along with an oil change, we finally upgraded the old reverse lights to LED, after a few minutes driving around in this old Ford, We couldn't bear to part with it, this car is exceptionally clean and relatively low miles, but you're probably wondering why a Granada, well it's not the sportiest car and it may not be your piece of cake, but for For us, that is perfect because it will be a kind of

sleeper

that means giving a lot of effort to the engine. more power by making the accompanying powertrain suspension improvements but not really touching the looks of the car, but before we do all that we need a baseline data run, so we'll put it on the Dyno chassis and do some pulls .

Speaking of which, maybe we should name this pumpkin pie. I love cake, it sounds good. Are you dino? That's weird. Yes, look what he does. I think sometimes it's more exciting to do the baseline because after you

build

something you know what it's going to do. I like it, I just like looking at the shifting like this thing probably doesn't make much power so it'll be fun to see the before and after, you know, here we go, I didn't like having the throttle wide open. a little rough definitely starting to fail not bad, although 101 and 185 degrees reached triple digits in the first one.

I mean, that's not bad, these things produced shares like 120 or 130, so you know, that's what they claim, so that's pretty good. I'm, I'm excited, it did 100, those did one more and I kind of cleared 99. oh okay, yeah, it's pretty much the same, it was a lot, it's got that natural rev limiter, yeah, whatever it is, I think which is a two barrel combination and you don't like anything we're doing, yeah, I mean, it's old and tired, so we can tweak it and see if we can make it a little better, but the only thing you would really do.

Is Jack timing or something? With this we can do something really easy and remove the air filter. Let's see if we can remove any restrictions. I'll wait until you make that modification. These are the easy Mods that I like. ah yeah RPM yeah it's about the same 99 basically a hundred well that's pretty much the same every time you take the engine out of an older vehicle it's always good to have a plan B for the next Plan B , the baseline on Dyno confirmed what we already knew. This Granada has a lot of potential, but needs some major power plant upgrades.

After removing the driveshaft, we will cut the exhaust system and drop the transmission. I was going to recommend that you don't do it, oh you should have said that, but it's too late. now it's too late, one thing we really like about older cars: there's usually plenty of room to work with in the engine bay, although we take our time and remove theengine carefully, only took a couple of hours, not a lot of electronics on this 302. just a bunch of vacuum lines that look good a clean engine has several benefits prevents dirt from getting into the block during disassembly and Reassembly also makes it easier to spot any leaks plus it's more pleasant to work on.

We're reusing some of the front fittings and brackets so we'll leave them aside, look there aren't any broken ones, hell yeah, look that the Disassembly revealed an engine in very good condition, oh yes I have it, but when we removed the heads we found a set of 60 extra pistons in the bores, oh, anticipating that this was going to be a standard bore, we ordered an additional 30 pieces for the piston , yeah, I mean, that's just What happens when you order parts before you tear things down? It's kind of a gamble that we took and normally we would wait to see, but from a timing standpoint, it was necessary to get them, so it's just a gamble that we took and so on.

I have a solution, hey, I know what your solution is. I have a block that was used in a previous project, it's already over 30, it's going to have to be touched up and we can refresh it and we can refresh it, but We'll have to use that because obviously it would take longer to change the pistons to get a 60 over the pistons. We will take advantage of our internal sol, sv-15 and torque plate to hone the donor block for proper piston skirt clearance and cylinder finish, although this block has been run before, we wanted to change some tolerances for our application, opening the tables In fifteen hundred, we will check our results frequently as we move forward in the car.

The dwell feature makes getting the proper plate geometry much easier while Frankie cleans the crankshaft with lacquer thinner. I will apply a thin coat of total seal assembly lubricant to the freshly cleaned cylinder walls after checking the vertical oil clearance for all main bearings that fall into place. followed by the assembly lubricant and the crankshaft itself smooth, then comes the main belt and ARP main bolts. This block was previously a polished line with the sash in place, so we'll reinstall it. The main bolts are torqued to the 70 foot-pounds that our swivel assembly came with. a Mali power pack piston ring kit including one millimeter, one millimeter, two millimeter rings, the top ring gap is set to 26 mil and the second ring gap is 28.

This is the correct gap for our application current and anything else we can spray it with. We will be assembling the 4032 alloy forged Molle pistons and our Eagle 5400 long forged H-beam rods. They come with 7 16 ARP 8740 connecting rod bolts with the rings completely cleaned. They can be installed on the pistons. The first and second ring gaps are placed 180 degrees apart in line with the wrist pin, the gaps between the oil control rings are also 180 degrees apart, but offset from the wrist pin before they drop, the rods and the pistons receive an assembly coating. The small block then gets sporty aluminum cylinder heads and a valvetrain designed for high RPM fun because this is a special

build

.

We are installing a custom milled Billet solid roller camshaft from the competition. We selected their high torque series lobes with a duration of 248 degrees intake at 50,000 lift and the exhaust. The duration of 260 degrees, the lobe elevation for each is 406 miles and they are set at a lobe separation angle of 110 degrees. We also converted the firing order to that of a late model 50 and 351 Windsor. We will use Orange Thread Locker to maintain the offset. brass retaining plate in place, the cam is rotated by a Billet double roller timing assembly with a nine keyway adjustable crank sprocket, then we degrade the cam and set it at 105.5 degrees from the intake centerline, which is four and a half degrees advanced to give us Good Street Manners, then we will check the piston valve clearance with the head gasket, the cylinder head and the simulated valve train.

The exhaust has 155 mils and the intake has one hundred and seventy-one mils, enough after applying a thin coat of silicone to the front end. On the engine, we will gently press the timing cover gasket into place. We left the outside of the timing cover looking a little tatty to keep this engine from attracting attention, but the inside is perfectly clean after we press in the balancer, we can tighten the bolts. We are using an ARP chrome-moly oil pump driveshaft along with a cast high volume oil pump that has been cleared for the front main stud. The Canon oil pump pickup is a specific match for our Canton Road Race front crankcase that we found at Summit Racing.

Kit, the pan attaches using an ARP six point black oxide bolt kit to match our custom cam. We have a set of Sportsman solid roller lifters with bushed rollers that will handle our extreme street application like we said and you've probably noticed that we're trying to make this engine as unobtrusive as possible. We're not trying to make it look stock, but we're going to use as many stock components as possible to disguise how much power it's actually going to make. We are not going to compromise when it comes to performance, especially on fasteners and that is why we will be using ARP head bolts on this build.

This head bolt kit was specifically recommended by the head manufacturer and there is a really important reason. So these heads are made to fit the 289 and 302 Windsors which have a 7 16 head bolt and the 351 Windsors which have a half inch head bolt. This kit comes with insert washers that locate the 7 16 bolts inside the ARP half inch cylinder head holes. does a great job of working directly with manufacturers to create a lot of different kits for specific applications, so it's important to read the instructions and make sure you get the correct instructions that come with our kit. It clearly states to place the ARP Ultra Torque under the The bolt head leaves the bottom of the washer dry and since the bolt holes in the head go directly into the water jacket we have thread sealant in the threads, we'll fit our AFR 205 cylinder heads and then we can bolt them onto the AFR Renegade.

The 205s have a 2080 stainless steel intake valve and a 1600 stainless steel exhaust housed in a fully CNC 58cc chamber. The 205 refers to the cc intake port and we have a 1550 OD heavy duty valve spring set up for our solid roller with a 4060. With a 27000 thick cometic head gasket we have a measured compression ratio of 10.84 to 1. The heads are tightened in multiple steps to a value of 70 foot-pounds. Our valvetrain is packed with high-quality components like this Gessel Sportsman 1.6 Ratio Rocker Arm System. This, along with the 3.8 long Comp 6850 pushrods, will keep the valvetrain under control at high RPM.

The advantage of a shaft rocker system is increased rigidity, precise geometry, and the ability to withstand intense abuse in any application. These are high-end components. but they are easy to find at Summit Racing Equipment, they are installed in firing order and then the whip is set cold at 18 mils across the board. AFR recommends these Fel-Pro gaskets to match your intake port, we will place a bead of silicone on the china walls and around the coolant ports, then the Edelbrock Victor Junior intake manifold is carefully placed into position and torques to 22 foot-pounds, our engine is almost completely assembled and we only need a few parts before we can paint it.

I'm working to help disguise some of the nice new parts we've been putting in and that means we're going to need a new water pump and alternator because those are things you don't want to have to replace once everything is done. and in the car, that's what we turn to the Duralast brand for because we're looking for something that has great longevity and performs as well or better than the original components. They offer a cast iron version that is a direct replacement. the original, but they also offer a heavy-duty aluminum version that has the exact same dimensions but is about seven pounds lighter and saving weight in a car is always a good thing.

Both pieces are made with completely new components, they are not remanufactured, they are brand new. We will also be installing a new alternator, so we will be using a Duralast Gold. These are also made with brand new components and are tested three times throughout the manufacturing process to ensure they work as well or better than their OE counterparts, these components will work great and last a long time on our

sleeper

tram after silicone is placed , the water pump gasket is pressed and then we will apply a little more silicone, finally, the water pump. is bolt on, all these shiny new parts would definitely go against the bed concept of this build, so we gave the engine a patina finish using face glue and matte black paint and a little dirt to age everything stealthily below , it may not seem like much now. but the small block has what counts in the dyno cell we've shown testing carburetor sizing before and today we want to take a minute to talk about the different styles of carburetors, how they are rated and what factors can really affect sizing. of the carburetor we will start with the basics carburetors are normally described by the flange they bolt to and how many cylinders or venturis they have we generally see one barrel, two or four barrel carburetors and in performance applications we generally use a 4150 or square bore flange or Dominator 4500 flange, the industry standard for carburetor size is flow in cubic feet per minute.

This is tested on specially calibrated flow benches, but the difference lies in how the carburetors are tested. Every second barrel carburetor is tested to three. inches of vacuum, while four barrel carburetors are tested with an inch and a half of vacuum, this seems confusing, but one and two barrel carburetors will generally see more vacuum in the manifold below the throttle blades, which gives a better indication of how the carburetor will react. During normal operation, there is a simple formula to determine how much airflow an engine will need that you can easily do to give you a rough idea of ​​what size carburetor you will need.

Take the engine displacement in cubic inches and multiply it by the engine's maximum RPM. We'll look at it and divide it by 3456. This is a good starting point, but we have shown and generally see that a larger carburetor will make more horsepower. The big mistake here is that a carburetor that is too large will flood the engine with fuel and that is simply not the case that the carburetor itself limits the amount of air that can enter the engine, but rather the fuel metering system, it is That is, the supply valves of the main Jets and the air bleeds, along with the amount of air that actually enters the engine, is what determines the fuel flow, that is, if the tuning is correct.

Driveability and power will not be negatively affected. There are other factors that influence carburetor size and, like everything else in engine

building

, its applications are specific, such as what type of manifold, whether it is dual-plane or single-plane, and what type of operation it has. the motor. We'll see if low or high RPM acceleration rates are important factors. If you need help determining what size carburetor you need for your engine, you can use Summit Racing's online CFM calculator or talk to the experts at Summit Racing. We will fix it for our engine. We are using the Black Diamond 950 qft four barrel carburetor with a 4150 flange for timing reasons.

We have everything bolted to the engine that was in the car. We have the entire accessory unit on. but we're not going to use the air conditioning belt because, well, we're not using the air conditioning in the test room, but we have everything broken and tuned, so what we're going to do now is do some runs to make sure the engine okay now keep in mind this is a street engine with pump gas, yes because it is a street engine I guess we will do our first pull from 3500 to 6. Good street range, we have 35 degrees of timing, that's what We found out the engine wanted and an air fuel in the mid 13's with our 950.

Oh wait, don't blow it up, what a nice little engine, not bad, 442.5 lb-ft and 490, 3 horsepower, right at six thousand. Okay, that's about it. WhichWe hoped, if you stopped right here, it would be a great Street motor, but looks can be deceiving. We built this one to look tame but not as tame as it looks, if that makes any sense then what are we going to do? Now let's increase the RPM range. Now we're going to put it there because we have enough induction. We have enough camshaft. Note the solid roller. Good set of heads. Good collector. 950 CFM qft Black Diamond, so uh and our valve.

The train is set up specifically for this, so we're going to go out of the street range and go in from 5 000 to 7 500 at the same rate 7 500 yeah, oh uh foreign 531.2 horsepower and 443.5 pounds- foot that's okay, yeah and peak The power happened, let's see right at 7 100. Our plan to maybe calm this down might not work as well as we think, but I think you know, we understand that yeah, we very much understand that people think that the individual planes, right? They're boogers, they're not, they're not street collectors or you know you can't put a big carburetor on a street engine, but I think this is going to work great, it's going to work great as is and uh, it goes to be very fun in the old frames of spicy Granada there, so, yes, well, nice day, happy moments, if you want to see more interesting compilations and more interesting content, visit our website that we just provided.

Granada, about 400 more horsepower to play with all that extra power demands some serious improvements today in engine power. We're getting back to one of our favorite projects we've done in a long time, our 1977 Ford Granada Gia, it's even Vista orange, now we brought this. car because it was a low mile car that we just couldn't live without and we streamlined the chassis and it made lousy power so we took out the engine and did a couple of street mods to give it some flavor. Check it out, that's how it was. It's not like a wide open throttle which was a little rough, it definitely started to misfire, not bad, although 101 and 185lbs hit triple digits on the first.

I mean, that's not bad, these things produced like 120 or 130 shares, so you know, that's it. As they claim, when most people think of their favorite cars from the '70s, the Granada doesn't usually appear on the list, but honestly, we like almost everything about it, except the low-powered engine, we've decided to make this one Ford sort of a bed, adding a 347 Carrera along with several other high performance upgrades, we removed the exhaust transmission and finally the engine, stripping. Everything was great until we discovered the block had been bored out to 60 plus and our new pistons have 30 more.

Fortunately, we had an extra 30 block from a previous project with the donor block and the Sun and the sv-15. We perfected the torsion plate to obtain a suitable piston. The skirt clearance and barrel finish opens the holes by fifteen hundred should we decide to use a motorized Adder. The rings were spaced at 26 mils on the top and 28 mils on the bottom, then we assembled the 4032 alloy forged Mali pistons and the Eagle 5400 long forged H-beam rods finally the rotating assembly could come together and land. The Billet solid roller camshaft was next intake duration at 50,000, lift is 248 degrees with the exhaust at 260 degrees.

Globe pitch angle is 110 degrees, cam was graded at 105 degrees intake centerline which is four and a half degrees, advanced offset solid roller lifters, AFR Renegade 205 heads, six 850 pushrods long and 1.6 ratio Gessel shaft rockers completed the top end after installing an Edelbrock Victor Jr intake manifold and Duralast water pump. We camouflaged all the spare parts on this engine with a patina paint job and then headed to the Dino cell right there. 531.2 horsepower and 443.5 pound-feet, that's good, yeah, and peak power happened, let's see, right at 7 100. Our plan to maybe calm this down. down may not work as well as we think, but I think you know we have, yeah, we understand that, a lot of people think that individual planes can't, do you know they're not, they're not, they're not Street collectors or already You know?

I can't put a big carburetor on a street engine, but I think this is going to work very well, it's going to work very well as is and it's going to be a lot of fun on the old frame rails that uh from the Spicy Grenade, so what the hell yeah well good day happy times since you last saw our 347 we took it off the dyno dyno and put it on a normal engine mount so it should be ready to go on the only problem we have. What I found is that the heads are not going to fit in the car.

I've already measured it, we're going to have to figure out something else. We were worried that this wasn't going to be a street engine with a solid roller and single plane intake, but it goes on a tram and will work just fine. The engine heads are for dyno use only, so we'll remove them, this gives us clean access to the old, worn engine. mounts that need to be replaced, since this will probably be the last time the engine falls out on our car, we wanted to take a minute and replace the engine mounts because they are looking a little worse for wear, the rubber is starting to crack and deteriorate and with all the extra power we're going to make, we don't want to run the risk of a worn engine mount failing and the engine moving around in the engine bay, so we're going to put in a new set and we got them from rockauto . .com is very easy to find, we just broke it down by year, make and model, so we looked at a 77 Ford Granada and chose the 302 option and there were several options, they were a great price and would do a great job. to keep our engine in place but without compromising the street ride that we are looking for, all we have to do is remove the old bracket from the old bracket, we will prime it and paint it to match and then we can get them bolted to the engine and We slide it into place.

Several coats of black engine enamel will prevent corrosion on the mounts. These brackets cost about ten dollars each, so it would be foolish not to replace them next. We have said it before. and we'll say it again if something doesn't fit make it fit yeah we get back to engine power installing the 347 in our Granada oh we missed the hood ornament for thirty grand yeah this racing front sump oil pan on road it wasn't designed specifically for a Granada, but it fits like a glove and since the rest of the engine is dimensionally identical to the one that came out before, we have little problem getting it into place, it jumped right there, it jumped right, it came out, so I should go in.

Well, now comes the hard part. Okay, now this was the point where we know it's going to be the hardest part. They are the headbutts. Yes, not many people make high performance headers for a Granada, almost none, so this is a very common thing. I don't know what I'm going to do with this, we have that set, we have a set for a 75-77 Maverick, it will probably be close, but we won't know for sure, I don't know what if there might be something. differences, but we'll see there will be some differences, probably the steering is the biggest concern and this side seems pretty common and well, that side has the starter in the way there's a starter in the way and all that, so that uh We'll see, I don't know, we'll test them and then we'll get them out, and if we have ways to make them work, we'll have to do that.

We found these one and five-eighths inch hook primary heads at Summit Racing Equipment, they have a smaller Primary but a longer tube than the dyno heads we used before. I don't know if these will fit. I don't like this anymore. They probably won't anymore. No, they won't come that way, that's for sure. um, oh, okay, before you do that, pull up the plug, because well, I'm not even close yet. I think what we're going to have to do is, uh, restart the engine, try to move them with the engine and ourselves. We'll remove the spark plugs so they don't get hit, let's not go broke, it's not the most popular car to put in the headers, so I understand why we're having so many problems but not many performance parts for a Granada, if you notice, in a perfect world we would just build headers for it, yeah, you know it would take a good amount of time, but we could make some, you don't know, some big primary headers that fit really well, uh, we're just. trying to do it maybe in a little bit simpler way to use what we can get, cherry, that's not bad, no, that's that, that's because it has that uh, it has that 950 that we're going to run in the street.

The 950 has good power and will perform very well. The big problem that people have with carburetors is that they believe that they give too much fuel when you step on the accelerator and open the blades, you want to take a big breath of air and you have to have fuel to go with it that's where you're running a lot of your fuel problems. stumbles many problems with the card one many doesn't do what people are supposed to understand you know they don't Realize how much the idle affects the transition and you will get the idle to go down a little and then you will know that the transition really makes it so that if you turn off the idle circuit, it will completely kill the transition and even partial acceleration. pretty easy, but if you stop it and it doesn't do anything, there are a couple of things you can do to make it work, but this will work fine.

I'm distracted by plugs and we're the ones that The easy part, the hard part is getting the head to work so I think we plug in the hoist try to slide it in there with the motor and then you lift the motor up yeah try that and if that doesn't It works, then. We're going to start cutting I think we're going to start cutting but we're going to throw a shot but we have to say we're trying to hold on it's in the right place and you'll see right now the engine is forward and inches and it's hitting the fire and the heads are lined up and they're hitting the firewall so I think the outside is fine other than that I think we're going to have to cut these two back pipes because the ones with that weird L because they're just going to run into the firewall all the time why don't we take out that thing, we cut those tubes, put them back and then route some tubes?

Yes, we hate cutting a new set of headers, but since they don't fit on the band saw, the easiest way to do it is with an abrasive cutting wheel with spikes anywhere you make a cut, make sure you leave enough room for welding all around the tube now that both of our tubes are cut. we can put the header there and see what we need to do for routing. We also go ahead at the same time and cut the manifold flange because there will probably be some interference in the floor when you do something like this where something isn't actually designed to fit what you're using, it takes a delicate balance of precise measurements and strength gross so that sometimes things work, it should fit now that the floor is precisely massaged, so whatever we like we will get.

Come back in and see what happens after the replacement tubes are dry fitted, the headers are removed and labeled, then popped back into place for a final fit check before being fully welded together. We will also weld a stainless steel V-band onto the manifold. to replace the piece we cut even though this particular set of headers was designed for a different application, they seemed to go into this side extremely easy, well that's good because this side required a lot more work, but we have our tubes welded on, we have some O2 Plugs to monitor the Independent O2 and we also have V-bands on the end so we can build our exhaust from there.

This should slide in now, but we'll probably have to fit the transmission before we actually bolt it on. I'm okay with that so we'll go up in the air and uh Jammer there yeah next the 347 gets an upgraded transmission designed for street action. We are going to replace our original C4 with an upgraded one, but before we can do that, we obviously have to install the flex plate because this engine makes the level of power that makes and spins a high amount of RPM. We opted for an SFI approved flex plate in our drivetrain kit that we won't necessarily be racing with. the car, but it's just a little extra insurance for us, we're also going to need some quality fasteners because of that level of power and RPM, so obviously we turned to ARP Fasteners and got their flex plate bolt kit, these are made from 8740 Chrome Moly. and they are heat treated with a tensile strength of around 180,000 PSI, which will be much stronger than stock fasteners or even grade 8 fasteners from the hardware store.

They come with a great instruction sheet that tells you everything you need to do it. We have ARP Ultra Torque lube under the heads and are putting some Thread Locker on them before installing and tightening them. We also went ahead and got one of their bolt kitsbell We put ARP Ultra torque under the heads. and on the threads these will be much stronger than the original ones and as a bonus the head is a little smaller so it's easier to get to when you try to install them, all we have to do is get the place the flex plate and then we can put our torque converter and transmission in place.

Foreign locker on the bolts before tightening them to 85 foot-pounds. This is the transmission we will use in the car. It is still a C4 but it has been improved. and is part of a high-performance automatic Street Smart package we found at Summit Racing Equipment. The car will still be used on the street, so it has its street valve body, which is a fully automatic valve body, so it will perform the same as the original, but will have higher line pressure and firmer shifting, It also has heavy duty clutches throughout and its Billet Pro shift servo and Billet cover comes with a deep cast aluminum oil pan that will be stronger than a stock steel one.

They have increased fluid capacity and a drain for easy service. The Street Smart kit also comes with a new dipstick, a mid plate, the flex plate we just installed and a matching torque converter. This converter is 11 inches and is rated for a stall speed of 2500 rpm ours will be a little different than that because the stall speed depends directly on the weight of the vehicle and the amount of horsepower the engine generates. We'll also fill the whole operation with some secret adrenaline NS Nano Shift racing transmission fluid we're not trying to fill the converter, we're just putting enough in to avoid dry starting it, it's critical to make sure the converter is fully seated , otherwise the transmission may be seriously damaged during installation, as the high performance automatic transmission is the same model as our previous transmission, we know.

It will fit perfectly, wiggle and push, let's push, that's him next, we'll take care of the cooling system of our Granada. The original Granada fan is being replaced with one designed for higher RPM. It will work the same but will provide an extra measure of safety overseas we found this aftermarket radiator for a 70-75 Granada that almost fell right in all we needed was a hose adapter we got from Summit Racing Equipment. We're upgrading the transmission cooler lines with a set of custom flex lines from Earl. Since this is a performance application that we will be running on the street, we will be adding an external transmission cooler, the higher power output and higher stall speed of our converter will add more heat to the transmission. liquid, so we went to Summit Racing and found this transmission cooler from Hayden Automotive.

This is really cool because it looks and feels like OE and all we had to do was build this quick bracket that uses some factory holes. We also cut a large hole in the back. for air to pass through and we try to make it as small as possible so that it doesn't restrict the flow to the condenser or radiator. The front line coming out of our transmission is the feed line, so it will come out to the transmission cooler from the radiator. and then it'll come out of there, go to the top of it, cool down even more before it comes out the bottom and goes back to the back of our transmission.

Strangely, this transmission cooler came with a set of radiator flanges to mount it, but we sleep better at night and have the added gratification of

building

a solid mount that will last forever. We gave the Granada a lot of power, today we take care of everything else. Our Ford gets a beefy rear end. we finalize the updated suspension and more then we give it a shot of the giggle Hello everyone, we are still on our 1977 Ford Granada Gia project here on engine power, this car is coming out great and it's going to have a bad dream, we're stuck. about what we've done to this car so far, take a look at this in our Baseline Dyno test, we got rear wheel numbers of a weak 101 horsepower and 186 pound-feet of torque once we stripped the engine and We discovered the block was 60.

Then we decided to use a different block that would accommodate our top 30 pistons, then we filled that block with a forged rotating assembly, a custom ground Billet solid roller camshaft, 205 CC cylinder heads, 1.6 ratio axle and up, since we wanted the Granada to be a sleeper we gave the engine a patina paint on the dyno cell, the engine was good for 531 horsepower and 443 pound-feet of torque we then modified a set of Hooker heads designed for a mid 70's Maverick to fit our Ford then we turned our attention to the rest of the car as we are making more RPM and more power we installed an upgraded C4 designed for higher duty applications performance, we also upgraded the cooling system with an aftermarket radiator and an external transmission cooler now, although I already have a lot of things done now, it will take a lot more to make this work and on the road, what do you think, knocking, are we going to get to it?

I've heard that before, to free anything that's stuck, meerschaum penetrating lubricant is widely used. Next we will remove all the rear brake line connections followed by the shocks yes after that the original leaf spring nuts are zipped off once the mounting hardware is removed the rear end is freed of the vehicle now that we take out our old eight-in. We are going to replace it with the tried and true Ford 9 inch axle. Surprisingly, there is no option available for a Ford Granada, but this one was designed specifically for a '64 to '66 Mustang and after doing some measuring and looking at the spec sheet, this should be fine.

It also comes with a set of 31 spline axles that already have the bolts installed in the correct bolt pattern so it should be really easy, on top of that the other thing we found at Summit Racing is a complete set of third member of Curry with its two way differential and 411 gear. Now this will take advantage of the powerband of our engine and hold up well even though we're not actually going to outrun this thing. only when the ignition is on the anti-seize is applied to the bolts so the nuts can be easily removed in case we want to change gear ratios at some point in the future once the axle shaft is in the axle retainer , which also serves as a clamp support.

Tight, we opted for a new set of leaf springs that are an OEM replacement for the old ones in place of the original bottom plate. We are installing a set of Cal tracks. This setup helps plant the tires more firmly into the drag strip, which is almost inevitable for this project. Before we put the rear end on the ground, we will bolt on a set of Cal wheels and tires. Coker Tire. More on these later, the other half of a caltrac is mounted to the front of the crossbow and the lubricant provided is retained. things that move freely this should be able to tighten it there we go new bushings and shackles we complete the installation next the Granada receives rear disc brakes a fuel system upgrade and new shocks then we will attach it to the Dyno chassis and give it a nitrous injection, One of the most important improvements we will make to our Granada is changing the rear brake configuration from drum to disc.

We got this proper rear disc conversion kit from Summit Racing Equipment and they had plenty of them in stock. but we specifically chose this one because it has an 11 and a quarter inch rotor which we can clear on our 14 inch wheels and that will be very important later. It comes with an integral single-piston parking brake caliper, so it will perform and drive and stop like a modern vehicle. We already have our brackets bolted on and spaced correctly for our rotor, so all we have to do is bolt on the pads and calipers and we can continue.

This is a universal kit that comes with everything you need to convert a nine-inch axle to disc brakes. One of the most important steps is to make sure the caliper is positioned correctly on the rotor for proper operation and pads. The kit comes with easy to follow instructions and the only major modification we had. What I needed to do was weld these brake hose brackets across the axle when installing new brake components. It is always a good idea to change rubber hose connections as they can cause potential leaks or even restrict fluid flow. Yes, there you have it.

Wow, that was really disappointing. I'm sorry. Better now, stop right here, you'll get out too here we go When working on older vehicles, usually the first thing you'll do before you run is change the fuel tank. When these cars sit still, condensation will occur inside. some corrosion and rust and that causes all kinds of problems, so we opted to purchase a new tank from rockauto.com. This is a precision engineered tank that replaces the old 18 gallon 19 gallon tank, but it will be back to where it was. The old one was made of galvanized material and was made to last a lifetime.

What we love about rockauto.com is that even though we're working on a 1977 Granada, they had what we needed to get back on the road, so we're taking this one. and get it ready to go back to the car, we ran our engine on the dyno with a 950 qft black diamond and we will use it in the car as well to fuel it, although we will use Holly's upgrade tank fuel pump module is designed to be used on original tanks without any welding, so it's nice and safe. This unit is really nice because it comes with a low profile Billet top, an easy mounting solution and a thick foam insert to seal against any surface imperfections, this one came with a 450 liter per hour pump which is enough to support 875 horsepower and EFI applications or 1100 horsepower and carved applications, which will be sufficient.

It also came with its hydramat that acts as a filter and prevents fuel starvation during the sloshing of fuel in the tank to regulate it. We have one of their Billet adjustable regulators that goes from four and a half to nine PSI and the kit comes with the accessories and a mechanical fuel pressure gauge. It can be a little discouraging. because you have to make a big hole in the top of the fuel tank, but the kit comes with great instructions and if you follow them it will be nice and easy. The easiest way to drill the hole is with a large hole saw.

It is important to do so. Be sure to remove any cut metal and small metal shavings that end up in the tank following the instructions in the kit. We will measure the depth of our tank and cut the supply and return hoses accordingly with the fuel pump bracket, also cut to size that we can install. it and the pump itself with everything together, the pump is fed to the tank making sure the hydramat is facing the center of the fuel tank when tightening the mounting screws, the swing mounting lugs extend and compress the foam to seal the tank.

There is nothing easier than that board. Six connections on both the supply and return are tight on the pump tank. Fits like a glove. We even reused the original straps, perfect for the rear shocks. We spotted some qa1 dual adjustable units that are actually made to fit a Torino, but we flipped them upside down, put two-inch extensions on them, and bolted them on. We had a custom driveshaft manufactured by Precision Shaft Technologies in Clearwater, Florida. It is a steel shaft with a sliding yoke and 1330u joints. It's designed to handle our power level and RPM so we designed a dual muffler exhaust to keep our Granada relatively quiet.

This car wouldn't sleep without a deceptively quiet exhaust. To achieve this, we're using Summit Racing's 304 Stainless Steel Builders Kit to deliver vibrant performance. pipe and summit B-band flanges, this will take both three-inch headers to a single three-inch pipe before running through a catalytic converter and two stainless steel Works mufflers that we also found at Summit Racing. We'll make a mockup of the entire exhaust and cross out everything. Solidly in place, V-band connections make disassembly easy so you can completely weld the entire exterior of the car. You may be wondering why we are installing a catalytic converter.

This is a B tram that we are trying to eliminate. noise possible, this 18-inch long oval muffler and a 5-inch wide round mufflerThe 20-inch length will help with sound control and as a pièce de résistance are the three-inch Summit Racing electrical cutouts that will allow us to uncork it and let it sing with just a flip of a switch. Now that everything is completely welded together, we can install the exhaust. TRUE. The exhaust is held in place by Summit Racing rubber mounts. Oh that's good. Stainless steel may seem excessive, but it will last a long time between the frame rails of our Granada plus.

It just looks amazing. One of the important aspects of our Granada bunk build is that we wanted it to look as original as possible and that meant keeping the original hubcaps, so we had to get a different set of wheels and tires and converted a Coke or Tire for that , we take a set of steel shakes in the front and rear, 14 by 8 here, 14 by 7 in the front, these have two bolt patterns, five by four and a half and five by four and three quarters, depending on whatever your configuration is. These wheels have a four inch offset which fits our car perfectly and the tires we use are a BF Goodrich radial TA p245 60r14 in the rear and a p205 70r14 in the front.

This setup is a big improvement over the p195s that were on the car before. Best of all, the original hubcap fits well. We mounted this MSD start and pass box inside where the ashtray would go. This allows us to time the starter and have a trigger for nitrous. Best of all it's nice and hidden, the rest of the ignition system consists of an MSD Blaster ignition coil and an MSD off-road ignition box, we hid this one under the dash so as not to draw more attention to it. No sleeper would be complete without some form of nitrous.

We picked up a NOS cheat plate system that can be tuned up to 250 horsepower. We have blacked it out as much as possible under the original air filter. We also kept two 10-pound bottles of NOS nitrous in the trunk. Then we put the Granada on the roller and we like what we see. We have our nice 1977 Ford Granada. Very finished and tied to the Dyno chassis in all its glory. If you remember, this engine made 531 horsepower at 7100 crank RPM, but we've added some serious restrictions. Have we ever had a mechanical fan in the front? It's great for street driving because it always sucks in air, but that will kill some power.

It also has a 1-5 8 header on the dyno, it had one between seven and eight, so we have some restriction on the exhaust and speaking of which, now we have a two on one exhaust, it has a catalytic converter and two mufflers so that will cover it up yeah we'll see how much it kills but the good news is it's going to be very quiet which will be great because this is a tram it's super quiet and I can't wait because I can still play the 8 player clues here, okay, okay, I think we're good, go ahead and turn it on and let's do some closed escape pools, oh, come on. turn that off, here we go, it's that glorious or what is that, it's incredibly quiet compared to what the three car level was, so there's high here, are you ready?

Well, hey, dog, that oil we put in the engine is smoking, yeah. I know it's not bad 324 and 288 foot-pounds, so three, that's 24, sucks a giant power right there 324. That's a lot, wow, that killed it, we won't even turn it off. Let's open the headers and make another phone, hell yeah, that's awesome. that's a big difference from the trams so it made 443. 443 that's crazy so that's 120 on the exhaust yeah that's crazy isn't it? But that's right because that's where we thought I would do, yeah, I did 375 for the torch. I saw you were bouncing it on the rev limiter, yes we have the Rev there, he said because I'm a little worried about the belts coming off, yes they weren't made for high RPM use, no, and we hit 75 on the bench of tests. so that's what we set, the rev limiter is out.

Wow, that's what we thought I was going to do, but that's pretty good, you know what's next, right, yeah, I think we need to close the exhaust and we need to do that. start putting it in the giggle juice yeah I think what is it yeah yeah the general nitrous rule is you take one degree of sync for every 50 horsepower of nitrous. I was going to do a hundred shots on this one, but I did 125 just to say I did 100 just to be safe, yeah, just to be safe, so what we're going to do is buy rights, we should take off about four degrees of timing or five degrees. synchronization.

I'm going to do our handy dandy timing down. down I'm not opposed to being sure yes I'll take six degrees off that sounds good yes this will be interesting it will be very little exhaust 125 shots look what he does in Urgent Purge yes we're good. Look what it makes, 416 horsepower and 366 pound-feet, so that's right, you know, being conservative on timing means we probably won't get the phone, oh, 45 no, and it's also diminishing re

turns

with the full exhaust, so that's nice. Well, I mean, that's not bad. Now it's time for Taste, yes, it's time for Taste, open it up and let's do another hit.

That's incredible, 537 horsepower and 433 pound-feet, which is incredibly sweet. I mean, we said this arbitrary goal of 500 behind the wheel like what would be cool like a tram that maybe, if you ever know, would take you to the track, that's awesome. and oh my gosh, that's so cool, you just like close it again, get back to the nice Cruiser, wow, wow, that was exciting right there, that's amazing, that's sweet, oh, the vitals look great, uh, It's good because we have the Holly Dash right there. Put that in there, yeah, that's the only thing that makes the interior look unoriginal, yeah.

I think being able to use the standalone harness and just put the sensors on the engine so you can have accurate data is awesome, it looked great, everything looked great, yeah. It shot up the pole like it knew it was going to, yeah I mean the AFR was right about the fuel pressure, it was good, hell yeah man that's cool, that's a hit right there. I think we need to check the plugs, untie this thing and that's it. give it a cruise we're going to go take this for our crew yeah to see more of our Sleeper Granada or any of the other cool projects we do check out our website today about engine power we took the spicy Sleeper Granada in the street. the stripes and even the intergalactic Ford Fest, okay, this is an exciting day, so we are out of the shop in terms of engine power because we are going to take our 1977 Ford Granada to the streets, this one was built like a streetcar, so it wouldn't be a streetcar if we didn't take it around town and ride it properly, we're downtown and you know there's a lot of question about how drivable a car is with a giant carburetor that puts out a ton of power at high RPMs. , well that's how it starts, single plane manifolds and giant carburetors are always a source of people saying it will have terrible street manners, well it really depends on the carburetor tune, we've already talked about this before, just because it's a big carburetor doesn't necessarily mean it's going to drive badly, it's definitely a factor that you know you have the carburetor adjusted correctly, the idle adjusted correctly and the transmission, the transition circuit adjusted correctly and in this the have. pretty tight, so this thing runs and drives very, very well, it has great throttle response, it has a great transition from idle to acceleration, it has everything that a tram would have given, it makes a lot of power now, the way it that's set up doesn't start making really good power until 5000 RPM, but that makes it drive really well because with that high-performance C4 automatic that we put in it that has a relatively tight converter, which we did because it's a street yes Taking this to the race track as a pure drag car, obviously we would have put a much higher loss on it, but this one has between 26 and 2800, so it drives very well on the street, it drives like a modern car obviously does not sound. exactly like a modern car, but we've calmed down a little bit with the exhaust, which was really cool because it's very quiet for what it is and then when you open it up, people are surprised.

I'm so tempted to open the heads. right now people say it'll scare everyone yeah we're in street traffic we're idling through traffic we're at operating temperature um the thing is idling right now idling it's a 77 you gotta open them the hell , yeah, you have to open them Now this is very convenient because we didn't want to alter the car too much, you know, it has a very hard ride or it looks weird or something, so we didn't touch the exterior, but everything we did really for the rear we have new original leaf springs and there are dual adjustable qa1s and some traction bars so this thing rides relatively well we didn't really mess with the front too much because we wanted to keep that plush smooth ride and it still has the most important in things on the street, so what has to work has to have good cooling because you are sitting for a long time, it has to have a good fuel dosage because if it does, it coughs, chokes, spits and splutters.

Yes, so it's complicated to drive, yes, and the most important thing is that I think sometimes people forget that we do dinosaur pools with full throttle, but when you drive down the street you don't use any of that, so If the engine makes you know considerably less power at say 2500, well when you're at 2500 and full throttle, unless you're coming out of a stoplight that the engine passes almost immediately? Anyway, you know people like it too, look, what do you think it is? what you're going to do if you stop it do you think it's going to cough or do you think it's just going to take off like this I think it's going to take off okay I wouldn't be afraid to literally drive this car anyway yeah this is a daily oh 100 percent it's smooth you're going to speed up the accelerator I'm not saying it's too sensitive but if you give it information it does what you want yes and the brakes work well too, I mean having that all over the place The disc setup, yes it will be much better than the battery because they were okay, but they definitely weren't great when the car came in, so this car is a big improvement, this car is sporty, yes, yes, it's sporty but classy, ​​yes, okay.

It already works great on the street, but how about on the Strip? Below we'll show you that our 77 Granada Sleeper is definitely a tram and we've put some street miles on it, but we wanted to take it up a notch. We know a lot of you want to see that too, so we're here at Etheridge Motorsports Park, which is a great local all-concrete Eighth Mile track near us. It's a beautiful day, we have beautiful facilities, what more could you ask for? You know what we could ask for in drag strip racing, now we're going to run this car in several different configurations, the first one straight off the street, street tires, closed exhaust, hell, I'll even leave it running and then we're going to change. stuff, some slicks open up the exhaust and definitely hit it with the spray, so hey, we just don't get paid to look pretty, let's do some racing, come on, okay, we'll leave it good and drive and just engage it.

Yeah, it wasn't bad, well, it was the nicest thing I could do. Yeah, I mean, what did he do? 90. What was 990? Oh my God, and then it went nine. Yeah, I'll take that, I mean. For the street tires, didn't I mean they didn't skid? No, I did not do it. I mean, it wasn't horrible. I wasn't expecting much. It will not launch hard with the converter. You know, absolutely not. I think it feels pretty good. pushes it very hard to 2000 like me. I was obviously breaking it with my foot and I was trying to be very gentle with it, yes, but let's shift and drive. um, it changed very low, I mean, it was probably below 5 000. oh Well, that's not good, yeah, okay, what if?

Well, I don't know if I deploy it and change it manually, so I think the first step is to change it manually, see what it does there and then. Can we start putting slicks on it, is it ruining the hair on my helmet? Yeah, strange, that was much better, a little smoke. I think it's just the original valve covers on the original type of vents, there is a little smoke, but I don't think it's too bad the only thing better than a day at the track is a day at the track with your friends. Tommy from Detroit Muscle brought his new project in at 83 early years with an old 455 built by Joe Mondello and an engine output generating 506 horsepower and 539 foot-pounds of street tire traction was definitely hard to come by.

One of the things we will do to take our car from Street mode to Strip mode is change the rear wheels and tires for a set of slicks that we went to Summit. Racing and we found these Hoosier QuickTime Pros, they're 26 by nine and a half, so they're the same size as thetire we have there, but they'll work much better here on the strip now that there's still a 14. inch wheel, that means we can still keep our original hubcap, which adds extra stealth. I even took the time to remove the white lettering from the tire to increase the sleeper effect.

I don't think we are fooling anyone as we ride and balance. this in the shop, so all we have to do is swap them in with the added traction, we're ready to open up our exhaust cutouts for a major horsepower increase, oh, significantly better, yes, I mean, much better, I mean, we know the engine revs like 120 with the exhaust open, so I was expecting that, but it was pretty good two things, one raises a rev limiter, yeah, 100, yeah, sure, sure, um two, uh, I want That is, the converter is so tight that it is shifting seconds from second gear.

Yeah, on its own, about 4 800. Yeah, I heard that and I didn't know if it was you or the transmission that was actually a street transmission. I'm not saying that's a bad thing, but no, I mean it's you. I know a street car is not a drag car so if it were a real race car you would have a trans brake and a manual valve body, manual valve body but floor shifter this is a drag car street fast, yes, and we haven't done it. hit the sprinkler, yeah, exactly, so we can still stay a little bit and open the exhaust, that was a yes, that was huge, that's almost a whole second, that's a whole second, that's more than a whole second, so, What's the next plan?

I mean, unless I think you can pick up some ET somewhere, obviously, we can't do anything about the second gear shift, right? I think we move on to spray, we'll open our twin bottles of 10 pound NOS nitrous that will feed the 125 horsepower. from our nitrous plate system, I think it's a lot better, it was a slight improvement, yeah, I mean, it still had the early second gear shift, but 702. So I don't know, that's dangerously close to six, yeah , I think with a little bit of uh with a little fencer on that I think we could get it in the six.

I hit the rev limiter again. I heard that and you know, but the car, the car was actually skidding, actually, yeah. I saw him walking back and forth. I was walking back and forth. and that was a little, I bet it was a little worrying at one point, but I knew it was a good trip, I thought it was probably a team, but that's pretty good, that's pretty good for the first time. our 3,800 pound tram to the track we think the 702 at 97 miles per hour is a huge success. We have several ideas on how to make our Granada sleeper even faster on the track, but for now it's a great day on the track.