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1968 Ford Galaxie 500 - Moving Target

Where The Money Went
Car (thanks, Gramps): free
Engine block: free
Rotating assembly, valvetrain, assembly/prep, oil pump and pan, dyno test: $7,500
Cylinder heads and intake manifold (swap meet, used): $700
Transmission: $200
Torque converter (used): $200
Shifter: $200
Ignition (used): free
Driveshaft: $200
Rear axle housing (used): $50
4.56:1 gear and limited-slip diff. (swap meet, used): $300
Axle Shafts: $300
Headers: $300
Exhaust and mufflers (swap meet, used): $100
Weld Pro Star wheels (eBay, used): $300
Tires (swap meet, used): $300
Paint and supplies: $800
Paint and bodywork: free
Carburetor (swap meet, used): $150
Carb modifications (Steve Lasheff at SRC): $250
Alston rollcage (installed by Jeff Gerhardt): $650
Alston ladder bars (installed by Terry Tenca): $250
Strange front disc brakes: $650
QA1 and Lakewood 90/10 shock absorbers (swap meet, used): $200
Miscellaneous (gauges, fuel cell, battery and box, switches, swap meet): $600
Total: $14,200

1968 Ford Galaxie 500
1968 Ford Galaxie 500
Sixties iron! You gotta love... 
   
  read full caption
1968 Ford Galaxie 500
Sixties iron! You gotta love it. It's just your normal, everyday, plain-brown-wrapper family sedan. Big, blustery, and it blows out 10s on the motor.
1968 Ford Galaxie 500
1968 Ford Galaxie 500  1968 Ford Galaxie 500  1968 Ford Galaxie 500
1968 Ford Galaxie 500  1968 Ford Galaxie 500
By the Numbers
'68 Ford Galaxie 500
Phil Tenca, 42 * Palatine, IL
Vehicle weight without driver: 4,200 pounds
Best ET: 10.91/127 (on motor)
Cost to build: approximately $14,200
Engine
Type: Ford 460 displacing 514 ci (4.390 bore x 4.250 stroke)
Block: 1971 vintage
Compression ratio: 14.5:1
Oiling: Canton pan and oiling system
Rotating assembly: 4.250-inch stroke Scat forged crankshaft, Ross pistons, Eagle H-beam connecting rods
Cylinder heads: Ford Racing Super Cobra Jet aluminum, 72cc chambers, 2.20/1.76 valves, 330-cfm intake/225-cfm exhausts, Ferrea valvesprings, FRPP retainers, locks, and keepers
Camshaft: COMP solid roller, 289 degrees at 0.050, .800-inch lift
Valvetrain: Crane roller rocker arms, Manley 3/8-inch pushrods, Jomar stud girdle
Induction: FFRP Dominator single-plane intake, Super Sucker spacer, Holley 1,050-cfm Dominator enlarged to 1,190-cfm and built by Steve Lasheff, K&N air filter
Power-adder: Nitrous Express Twin Gemini, 200-shot
Ignition: MSD Digital 6, 37 degrees total timing
Exhaust: Crites custom-built headers, 2-inch primary pipes, 3.5-inch collector, 4.0-inch system, Race Magnum bullet mufflers
Fasteners: ARP throughout
Built by: Zapp Racing, Plainfield, IL (zappracing@yahoo.com)
Drivetrain
Transmission: Ford C6 three-speed built by Don Stanley at TSI Racing (Addison, IL), TCI 9-inch 4,500-rpm stall converter, transmission cooler, Cheetah shifter
Driveshaft: custom, steel
Rear axle: Ford 9-inch, limited-slip, 4.56:1 ring-and-pinion, Strange Engineering 31-spline axles
Chassis
Front suspension: stock spindles, Lakewood 90/10 shocks, big-block springs, no antisway bar
Rear suspension: QA1 coilover shocks, Alston ladder bars, no antisway bar
Brakes: Strange Engineering 12-inch discs, four-piston calipers, braided lines, front; stock drum, rear
Wheels & Tires
Wheels: Weld Pro Star 15x3, front; 15x8, rear
Tires: Mickey Thompson ET Front 29.0x4.5-15, front; M/T ET Street, 8.0x12.5-15, rear


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