Simi Valley, CA
Recently, you may have seen this engine or the car it's in. This is a Ford Indy V8 in a '66 Mustang built by Pure Vision Design in Simi Valley, CA. It was unveiled at last year's SEMA (Specialty Equipment Market Association Show) in Las Vegas, where Pure Vision owner, Steve Strope, won Ford Best of Show and Outstanding Achievement in Design awards for this car, dubbed the T5R Martini Mustang. His concept for the design came from a brainstorming session where Steve envisioned the car that may have been built if Ford engineers had partnered with the Martini Racing team in the mid-'60s. The car is an amalgamation of lightweight Shelby parts, European rally cues, and a healthy dose of technology from Ford's Indy Car development team. This engine is based on Ford's 1965 Indy four-cam racing engine. It needed some finessing to be roadworthy in a 3,000 pound Mustang rather than a 2,000 pound Indy car. It was built by Ed Pink Racing Engines of Van Nuys, California. Ed Pink is known for custom and one-off engines, so General Manager Frank Honsowetz said building this Ford Indy v8 engine was not really a big deal. They've built some already for owners of vintage Indy Cars. He tolerated our ignorance and walked us through the specs of this one.
To see videos and build photos of the Martini Mustang, go to www.PureVisionDesign.com
, and to read about the Ford Indy racing engine, go to www.QuadCamFord.com
. Also search "Ford Indy V8" on YouTube to see a video of recent IndyCar champ Dario Franchitti driving Jim Clark's '65 Indy 500–winning Lotus 38, powered by this engine.
A - Bellhousing and Transmission
One of the features retained from the production block was the bellhousing bolt pattern, so finding a bellhousing and attaching a transmission to this engine weren't a big deal. The transmission itself is a really cool box from C&R Racing, a supplier to several top NASCAR teams. Like the engine, the trans is a featherweight, tipping the scales at a mere 60 pounds. C & R also makes radiators, coolers, and hydraulic fittings.
B - Fuel Injection
At Indy, early versions of these engines breathed through eight Weber carburetors, but around the time they switched to overhead cams, induction was via Hilborn mechanical fuel injection. This engine continues the evolution, with a FAST EFI system and custom machined intake stacks. Frank at Ed Pink pointed out that the intake diameters are smaller than Indy car spec, likely to increase velocity at road-going rpm's. The guys at Pure Vision made the brackets holding the fresh air tubes near the intake trumpets.
C - Heads
Though it's not immediately obvious from this perspective, those are DOHC cylinder heads with four valves per cylinder. The intake trumpets are actually located between the intake and exhaust cams. In Indy Car spec, the exhaust ports opened into the valley of the engine, which would create a packaging nightmare for a front-engine car like this, so Ed Pink swapped the heads side-to-side. The exhaust now dumps straight down the side of the block into a set of custom-made headers. The cams, which are a custom-grind from Comp, are gear driven off the crank- you won't find a single chain inside this engine. The timing cover, oil pan, and cam covers are cast from magnesium and finished with Dow 7 coating. In all, the engine weighs less than 300 pounds.
D - Ignition
Compared to coil-on-plug ignition we've become accustomed to, it's seems strange to see a regular-looking distributor on such an exotic-looking engine. The distributor is driven directly off one of the cam gears.
The Ford Indy V8 engine was loosely based off the production 260ci V8 in '62 model-year Fairlanes, Comets, and Falcons. By the way, this 260 is the same engine that became the 289, and ultimately the 302 that Car Craft readers are familiar with. Early versions of the Indy engine closely resembled the production block, but were cast in aluminum. For '63, they switched to a dual overhead cam configuration to facilitate a sustained 8,000 rpm redline. The race spec versions have bore and stroke dimensions of 3.760- and 2.87-inch, respectively, for a total displacement of 255 ci. They ran either 12.0:1 or 12.5:1 compression and made 495 hp at 8,300 rpm and 330 lb-ft at 7,000. For the qualifying sessions, these engines could operate at 9,200 rpm. As you may guess, this is a great engine for a tiny, single seat race car, but not well suited for a road car. Ed Pink fixed this by adding a billet crank, made in house, with a lot more stroke. The Martini Mustang's crank and rods were CNC-machined out of billet. The stroke measures 3.250-inch, and combined with a 0.020-inch overbore, the displacement of this engine is 292 ci. The compression ratio was dropped to 10.2:1 and this engine will rev to a comparatively lazy 7,000 rpm. But it makes 424 hp and a much more usable 362 lb-ft of torque at 5,400 rpm.
A dry sump oiling system is not unusual for a racing engine, especially one called on to turn high rpm for 500 miles where crank windage and oil aeration could potentially cause catastrophic engine failure. What's interesting about the system is the scavenge and pressure pumps are both located in the bottom of the pan. One pumps oil out to the cooler, filter, and reservoir, the other draws it back in and pumps it throughout the engine.