I must give credit to the first car that ENDYN sponsored as being the
single most important learning experience in my life. Achieving 325 hp from such an
archaic engine (siamased intake ports =2) and the center exhaust ports were also siamesed
was a challenge. Our British Leyland sponsored competitors (Group 44 and Huffaker) only
could make 185 hp at 6000 rpm. Our rev range was 9,500 rpm. Please note the welded
"heart shape" chambers. This was in 73-75. The camshaft was my design, the
oversized lifters were Ford NASCAR hollow units, the valves were some of Paul Jetty's
first (Del West) titanium, the springs and retainers were all race SB Chevy units, and the
push rods were GD'S graphite parts. The "B" had a five link rear suspension,
fully welded tub to tubes, Ford 8" rear that used a Detroit Locker, aero exhaust, and
a 4 speed with overdrive trans. The car was clocked frequently at over 185 mph on the
banking of Texas World Speedway. Many competitors often "missed" races we
attended and the SCCA would run us in A production. The car was NEVER defeated by any
Corvettes or 427 Cobras, and in Hallet Ok actually dove under a CANAM Lola in a drag race
to the finish and won overall honors.
Walt won 2 consecutive SCCA titles and in it's final appearance at the
National Runoffs lapped the second place car. The class was eliminated by SCCA the
following year. As I said, I owe a lot to that program. It's where I first began exploring
the relationship between valve lift and flow rates, radical chamber work, and using
reversion from one intake port to supercharge it's siamesed mate.
Siamesed intake ports. Heart shaped welded chambers.
Ready to take on the world.