Boss 300 Finished Project 

does he still live in vinton va? i sold him a 403 olds engine years ago he showed me his scrapbook full of records even when nascar had drag racing,he was putting a nascar head on a 4-cylinder pontiac block for a dragster

Your grandfather is just the type of person I would just sit with and ask a bazillion questions! What a legend. You are lucky to be a part of lineage. Aloha

He was clearly ahead of the curve at that time. I can imagine there are thoughts and designs he didn't get a chance to build that would have really blown us away.

You should be really proud of your grandfather they don't make many like him

Obviously!

What was the car it was in back in 1970?

@@ronjacobs5667 My dad called it Sexy 6. He ran up and down the East Coast during the 6 years he owned it. From New London to Bristol to Charlotte Motor Speedway where they ran down pit road to MD and PA. I think he ran the Gatornationals one year as well.

any video of the car running?

Great story and thanks for sharing.

Thank you for sharing OP

Would love to hear this 😍 engine run 🏃‍♀️ 😍

"Cancel" 😂

What kind of tolerances were you guys machining to back then?

That’s awesome I built 250 and 292 Chevys for racing full efi turbo lump port head custom intake, I have a set of Tom Langdon exhaust manifolds on my first motor in high school

D.B. ..................he did both , ask him about 70s Corvette that ran I think E altered with 300 in it , I saw in Gville 73 or 74 . his H/MP Maverick would pull D, E,M/P corvettes half way down the track before they start back on him !!!!!!!!!!!! I was there !

@@dannycalley7777 I will ask him took a pic so I don’t forget. Thanks for the real life experience. That engine was so ahead of its time. Stay tuned. And Merry Christmas

Tim, these people also need to check out your interview with the master himself, SHERMAN SLIGH ! It really is a fascinating piece 🏁.

ditto

Gosh dang!! They'll do 800hp unopened?

I've had several, great torque characteristics, comes on smoothly and solidly.

I had one that pulled so good it's still talked about 22 years later, melted the #1 piston a few times, (kept spares on good con rods weighed the same) then one day my machinist made me take 8⁰ of total advance out of the ignition timing, and a few trick things to improve cylinder head cooling, then it was a little slower, but ingot 7 years of non stop hauling in a one ton dump w heavy equipment trailer allegedly loaded to the point where I allegedly avoided agriculture check points and weigh stations, just in case, but that's probably just coincidental...pulled a one ton 4x4 454 CBB in 4wd across a parking lot letting off the clutch in second gear at off idle, then took off, before i built the dump bed, with an empty 1972 OEM wooden flatbed sans side panels. I won a quick $20 bucks, thanks to Herc, Juan, & Chevy owner Baby Joe (Lacoochie Fl.) I was, am, an old school Chevy head, hot rods, but any truck but a dodge unless it's got a Cummins and a manual trans. I had a total of 380k miles of dogging abuse on it

@@realMaverickBuckley Think more GE, not GTE, but even then you'd be way overstressing a stock internal GTE at 800 HP. I bet you could get into the 400 hp range reliably on a stock bottom end 300 I6 if you could get a decent head for one. I think you'd be hard pressed to even get 400 out of the factory heads no matter what you try. Some came with forged cranks from the factory, which I'm assuming is in the one in this video, so I'm sure you could push those a bit more. GetsumJ is probably talking more factory stock durability though. These will easily go deep into 300,000 mile territory in a heavy hauling application without anything but proper maintenance, similar to what you could expect from an old Toyota or a reliable diesel engine. Now there are lots of gas engines that will do that, but this was originally engineered in the early '60s, so legendary engine for its time.

I had a 2nd hand F150. 300 six with a 5 speed and a fresh clutch. Truck had 265k on the original engine. Third gear was the magic gear, getting on the expressway. As far as I know that drivetrain was transplanted into a 71 F100. The truck was scrapped

@Joe Valdrighi Didn’t Mr. Sligh have a straight 8 Buick powered Altered car in the mid 60’s? Maybe I’m mixing him up with someone else? I don’t believe I ever met him, but I believe one of my high school friends knew him. Thanks, take care.

@@carlcarlamos9055 yes he did but I never sought

Joe there’s a recent interview with Sherman posted here on RU-vid. It was done by my friend Tim Halstead on his Dragboss Garage Channel. Sherman is in his eighties now but still sharp as ever. He provides some fascinating insights into his building of the Boss 300 inline six. Just search for The DragBoss Garage and look through his videos and find Sherman’s. Tim is dedicated to preserving anything related to the 351 Cleveland engine and its involvement in Pro Stock Drag Racing history. I race Clevelands and I think it’s an awesome source of information 🏁.

Not only 2hp/cubic inch, but using pushrods and only 12 valves! The most this engine ever had stock was around 150, which is obviously .5hp/inch haha

@@T..C..M its the weld job i looking for as cast iron head's aren't that easy to modify like that and to work at high standards and stress's ect. for 5+ year's

This is Argentina bro, take a look and enjoy! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-nP0_rxRVHYk.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-y_ER-lfbcNk.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-4jyUUi53g-E.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ZgAGpEQjHwg.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-r7vlpuwVHQQ.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-SxXorsKJAZE.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Crkae6OLx7I.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-mhiNouWbrLI.html

@@richardprice5978 Dude said that it has epoxy joints, has tested it and NO leaks👍

I had several 300 , Ford and Chevy , both good motors but the standard cranks on the Ford's could not handle any abuse

I saw Steve Ambrose's car at Maple Grove back then and talked to him for a long time. I was amazed that you can buy one of these heads from Indy Cylinder Heads. Sure saves a lot of work 🙂

93 is great year for 300 inline 6. Sweeeet ford 6. My fave ford engine. Ford's most reliable torgue motor . Enjoy.

I would like to hear more about the clutchflite transmission. I've asked a lot of old car/racing guys an no one has ever heard of it.

@@davidbaity3496 Long ago my Dad explained to me why a Model T would still beat most (then) modern cars across an intersection. It's planetary transmission could upshift without interrupting it's power flow. Until then I had had a negative opinion of GM Powerglide transmissions although I thought the Turbo 400 in our station wagon was nice. Also long ago hydrodynamic torque converters for racing were unknown so some racers reverted to a convention clutch but wanted the advantage of a planetary transmission. A MoPar Torgueflite wasn't near as good a transmission as a Turbo 400 but it is indeed what was started with originally. Slide the torque converter off the front of an automatic and you see three sets of splines. The innermost solid one carries the actual engine torque x rpm to the gears inside. The next (hollow) one is stationary and it is for the purpose of preventing the TQ converter's stator vanes from turning backwards when the converter is stalled (one foot on brakes other on gas). It is not used when a clutch is fitted to an automatic. The largest (outside) hollow splined shaft drives the oil pump that enables hydraulically-powering the clutches and bands that shift ratios (not gears) in an autotrans. It splines into the outside shell of the TQ converter and turns with the engine crankshaft. On a normal clutch there is no way to drive it. So by cutting the matching splines out of a scrap converter and welding three "ears" or "arms" outwards so that matching arms or ears on the clutch pressure plate could drive them = Viola! = A clutch flite. Now you can take out the automatic shifting stuff from a racing automatic, push in the clutch, select low gear, rev it up, drop the clutch and GO. Then without touching the clutch nudge the racing style "ratchet" shifter (won't permit moving more than one gear at a time) into second gear and BANG you got second gear. When 2nd is all wound out just repeat for 3rd gear. Believe me this should only be done nowadays with a Turbo 400 or a beefed-up Powerglide - because the launch and shifts are BRUTAL in a race car with suspension and slicks that BITE. YOU BETTER HAVE A CUSTOM DRIVESHAFT AND U-JOINTS AND SAFETY HOOPS AROUND THEM - because you WILL break stuff !

@@patrickshaw8595 Thank you for the information, that explained a lot

@@davidbaity3496 My pleasure to explain something I learned long ago, now half forgotten from collective memory > before I die or am unable to relate it. PS - Quite proud I was able to type all that out on-the-fly (without composing it beforehand) before RU-vid comments timed me out ! Lastly - "They" say you can't drive one of these things on the street but that's BS - you can. You just do everything like you would in a normal manual transmission, e.g. Feather the clutch for startoffs, snap it in, shift, snap it back out when the rpms are exactly right. With a full-manual valve body and no governor you are working the oil pump many many times harder (all the pressure all the time) than normal so you need gallons of fluid and a serious oil cooler. I didn't invent this - but you can skip driving or even having the original oil pump installed at all. You add an extra power steering pump, a (big) remote reservoir and let it do the work, It's a much bigger stronger pump.

Yeah we campaigned several of these engines back in the 70s up threw the 90s and won lots of events both circle track and quarter mile tough engines exceptionally with a few modifications

And chevy s could not be found cheating no matter what was done to them we put up with the crap for years

Yup it's a hemi . Thanks Chrysler 😅

@@danielcampbell6146 Chrysler? No. A Belgian company built the first hemi powered car in 1905. Many other European automakers soon did the same.

Iam about sick of them also 👍

this has thousands of hours of r and d in it,its easy to get sick of something like the LS that makes killer power,every single time...

As if the LS wasn't masterminded by an NHRA enthusiast at the blueprint level. Shut up already, you're worse than any fanboy being an "anti-this/anti-that".

@@trillrifaxegrindor4411 ah yeah and as if the LS wasn't developed from the decades of R & D these guys did back then. Especially Ford. Good thing GM finally got smart and used a shit load of Ford ideas. Did you know you can put 351 Cleveland headers on an LS? Did you know you can put LS heads on a 351 Windsor. That's weird that's weird 🤣

The LS engines are great, we all know that already. They have their share of defects like any other engine. My machine shop guy said it best: "LS engines are for guys who are lazy and just wanna go fast" He then would go on to explain his opinion...there is no challenge to that engine. I personally run a well thought out 350 in a little S10. Let's just say some LS guys get embarrassed 😏

In the early seventies I also owned a ‘66 F-100 with the 240 inline six and 3-speed manual transmission. I needed a work truck and since the body was in rough shape and the drivetrain had a lot of miles on it , I got a good deal. Despite the high mileage, the 240 ran strong with a little oil consumption. I ran it very hard with the only issue being broken engine mounts which for some strange reason, were hard to find at the parts store. Otherwise an awesome truck 🏁.

I wonder if furnace brazing would be easier. The trouble is the seams on one of these are pretty much in the head bolt area.

Yeah, I dunno... Not something I'd be eager to try...the failure would probably be pretty dramatic though, which is in its own way rewarding. Furnace brazing would definitely make it easier.

Just think the Honda 2.4 liter k24 stroked to 2.7 with k20 head big cams and e85 can make450 to 500 whp with no turbo or nitrous. Throw in some nitromethane and get 6 to 700hp. Years ago you could only do that with a turbo or nitrous. I would like to see what this engine could do with a better head and and cam and a computer control direct port fuel injection system so it can be accurately tuned with a o2 sensor on each exhaust header tube to get correct fuel mixture reading

Your right it's a very cool engine!

I remember Edgewater. Is KilKare still open?

@@joshuagibson2520 Yes

we didnt weld heads they were furnace brazed

@@lewishendershott4783 lou drove the cars jerry meade built runnin this motor , the opal he took the i/gas record and held it for several years, than jerry took the motor placing it in a altered . plus lou knows a lot of the work it took to make them,

@@charlesgermer7430 charles look me up can't be that hard in this day and age