New Scca Trans Am Boss 302 Mods Past Times Kar Kraft

The begin pace inward Kar Kraft’s chassis grooming was minimizing weight. Even though the SCCA dominion majority for the ’69 Trans-Am serial specified a minimum weight of 2900 lbs for Group II 5.0 litre cars, the aim was to build the cars every bit lite every bit possible as well as and then convey them upwardly to run across the minimum weight limit.

This was done past times securing atomic number 82 or steel ballast downwards depression at diverse primal points inward the chassis, to motion the car’s criterion 55.9% front end v 44.1% nurture weight distribution nearer to the ideal 50/50 split.

This procedure of moving weight rearward was farther enhanced past times relocating the battery from the engine bay to the kicking as well as discreetly lowering the engine past times some 50mm as well as moving it dorsum every bit far every bit the firewall would allow.

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Mounting these heavy items every bit depression every bit possible every bit good had the lawsuit of lowering the car’s centre of gravity (CoG) for greatly improved treatment as well as cornering capabilities. The same thinking applied to structure of the fuel tank.

This was made out of 2 flanged halves (ie upper as well as lower shells). However, a Boss 302 racer featured a much deeper bottom department than criterion to driblet the fuel charge every bit closed every bit possible to the road. This persuasion was duplicated inward the Bathurst-style “drop tanks” seen on Torana L34 as well as A9X racers inward the mid 1970s.

The Mustang bodyshells had already begun a weight loss programme on the production line, every bit they were built without whatever weather condition sealing or audio tedious compounds. Kar Kraft as well as then removed whatever brackets non required for contest as well as either drilled a zillion holes inward whatever constituent that had to remain, or re-made it inward aluminium. Not a unmarried nut or bolt was overlooked inward this weight loss process, correct downwards to the internal window winding mechanisms which fifty-fifty had shorter crank handles to salve weight.

Although acid dipping was strictly outlawed nether SCCA rules on security grounds, the usage was inward fact widespread inward Trans-Am to cut down fatty from a race car.

the weight loss programme for the Boss 302 racers was really effective, which included significantly thinner window drinking glass as well as bolt-on panels (bonnets, kicking lids, door skins, guards etc) stamped from sparse approximate sail metal.

Lessons learned from running stock-bodied sedans at 200mph on the NASCAR super speedways as well as Kar Kraft’s ain GT xl Le Mans programme had exposed the considerable performance gains to live made from cars amongst practiced air penetration.

Kar Kraft began past times trimming 25mm from the acme of the radiator back upwardly panel; the engine bay inner guards were as well as then tapered downwards from the firewall on each side to match.

This substantially lowered the front end aerodynamic profile of a Boss 302 race car. The inner halves of the nurture cycle housings were every bit good discreetly moved in-board past times every bit much every bit 75mm on each side to render adequate clearance for the 12-inch broad nurture racing tires, every bit entirely minimal flaring of the external cycle arch lips was permitted.

To maximise torsional rigidity, the crunch was fully seam-welded as well as 2 sturdy braces were connected to the front end interruption towers; i spanned straight across the engine bay betwixt the 2 towers as well as some other braced the towers rigidly to the firewall. The base of operations of the towers were every bit good treated to some substantial reinforcing plates every bit fitted to the route going Boss 302.

The front end interruption subframe was notched close 20mm on either side where it bolted to the chassis, which had the lawsuit of raising the sub-frame farther into the motorcar as well as permitting a lower static front end ride height. This left entirely 25mm of belly clearance inward a higher house the route surface as well as was some other of import hit inward lowering the centre of gravity for optimum treatment as well as cornering power. It every bit good explains why (in combination amongst the tapered front end sheetmetal) a criterion 1969 Mustang looks thus high at the front end compared to Moffat’s Trans-Am version!

Influenza A virus subtype H5N1 especial rail examination conducted past times Road as well as Track periodical had i of the manufacturing works life cars driven past times George Follmer at the quarter mile inward 12.9 seconds, it generated but over i g of cornering forcefulness as well as almost halved the Boss 302 route car’s 130km/h braking distance from xc metres to but 54. Influenza A virus subtype H5N1 lot of that was due to Lincoln Continental brakes.

The combination of Lincoln front end brakes as well as Ford rears resulted inward unlike cycle stud patterns front end as well as rear, but nether Australian racing rules all iv wheels had to live interchangeable. Moffat had to re-drill his cycle centres thus that they could live bolted to either end.

the race motorcar had a manufacturing works life race spec engine, amongst a yoke of 1080 cfm Holleys, as well as a street version for sale to customers had entirely a 780 cfm Holley. The race engine had a huge crude take in amongst three alternative ups, as well as a baffled sump, as well as 12 to 1 compression for 470 hp. Street cars were 10.5 to 1 as well as entirely had close 350 hp.