Ford NASCAR Engines Evolution Explained! 30 Years of Roush Yates Horsepower (C3 D3 FR9) 

Man...there's some guy all over in this museum with the same name who looks just like you 🤔

🐐

So @Mark Martin do you get to see Wayne Brooks much when you are in Batesville?

“I’m Mark Martin and I approve this video”.

This guy talking about the C3 heads has his info wrong. The C3 heads will bolt to the production blocks Windsor and Cleveland.. People were using these on both block style in Dirt racing in dirt late models and open wheel modified cars. The exhaust port extensions as he claimed was a race only design actually are a raised Cleveland design. For him to say Windsor and Cleveland have different head bolt pattern explain if that be true why does Boss 302 and standard 302 share same bolt pattern. Also explain the Clevor 351w where you put Cleveland heads on Windsor blocks... Another thing is the Yates heads used 351 Cleveland valve cover bolt pattern Still a good video just not totally correct.

That is my understanding as well....The Priority Main oiling of the Windsor was much better than the Cleveland.

R452 has 302 main bearing size

like to kmow firing order changes from all the engines

I believe the Cleveland had better heads.

Exactly! Clevelands were a 9.2" and Windsors a 9.5" deck height. windsors have a 3.00" main bearing and Clevelands had a 2.79" (less friction) so they went with the smaller Cleveland bearing sizes which were still larger than GM's

That was Brian Beilmann!

Mann jealous

Congrats though hard to find real men anymore family first brother

Well deserved bro

Nice you earned it

I ran a cnc mill in 1984, it was pretty new teck at that time, but had been around for a few years for sure.

@@jerryw6699 I think what I seen was in 1972(?).

@@joeschlotthauer840 Yea, I worked in a tool and die shop, the owner was machinist on a ww2 battleship, I wish i could remember which one. That CNC machine i ran was super cool. I think he bought it used in about 82 or 3. It didn't have the paper, it had an early PLC controller.

SR-71 was developed during the 60's and they pioneerd som of the punch card CNC machining stuff (or so the claim).. the punch card "machining" is much much older if you include the loom stuff

I know this is NC.. and not CNC.. but it's where it all started from ... "1725 - Basile Bouchon in Lyon invents punched paper data storage as a means for controlling a loom."

I was going to comment the same, there were several details that were stated that were incorrect, but still a great video!

Pretty bad when a rep from Ford isn’t aware of that. Lol

Yes but the water jackets have to be fixed. That's why Cales car was overheating at Daytona. He was using the new SVO Windsor block with the Cleveland heads. The Elliott's were still running Cleveland blocks.

@@chriswells4382 Not a Ford rep... just a guy who used to be a jack man or a gas man on yates team. NOT AN ENGINE GUY BUY ANY MEANS

@@davescott686 what year was this?

thank you chad!

Thanks Steve!

Thanks man!!

That sounds like something Alan would do. 😂

Nerd 😝. Hey you said it . So I say again nerd 🤓 🔊 Lol jk man

Ditto. I could sit and listen to the history of the development of the various domestic V8 engines through 1971, and I guess I’m supposed to care about “late model “ engines too. To me, 1972-1999 was a sad era in American engineering, manufacture, and R&D. But even though I’m a Ford guy, especially FE engines, the whole chess game between the Big Three is better than fiction. Between car design, the Charger, the Torino, (what’s a Cornvette- I just don’t care, except the 65-66-67s, even then, they’re 2 door, purpose built sports cars. They had no excuse but to be world beating, coming from the biggest American company at the time, GM had BETTER not compromise- I like underdogs, not privileged kids). The small block Chevy was simple enough, even though I’ll never understand putting a distributor in the back, hampered by a firewall most of the time, and it introduces distance, which allows flex between the ignition timing and the cam timing. I’m not saying a camshaft twists that much, but 1/2 degree advance or retard in timing at 6,000rpms can make or break. Anyway, I love Rat motors, those heads are respectable, but Ford stomped on that, and Chrysler with the big giant ports on the Hemi made them look like amateurs, even if Cleveland ports were oversized, and both the Hemi, and the “semi-Hemi” canted valve Cleveland heads were an interesting example of how corporate would sometimes allow a product to be released onto the street, which in reality wasn’t very good on the street. At other times they had to pull teeth to get a few dollars spent on better steel in the valve seats, harder cam sprockets, lighter components that didn’t conflict with the corporate demands for ease of manufacture and low cost/overhead, while Ford puts out the Boss 429 with outrageously huge ports, barely streetable, so how did these disparate results come to be? That’s what I want to know. The ebb and flow between the market guys, bean counters, engineers, bosses, designers, and managers, is the stuff of legend and actually resulted in the cars we went out and spent the second biggest investment of most American’s lives on, so what does that say about the machine that is American automotive manufacture? It says that they didn’t just tap into our souls, they invented the attractions which ultimately became some people’s hobbies and some people’s obsessions. We give them LOTS of credit. But it’s still not enough. Even if they’ve been ripping us off the whole time. If it weren’t for the attraction, we wouldn’t be drawn into becoming suckers in the first place. Just like our mates, we are powerfully drawn to the thing which might just destroy us, or make us.

You’ll notice that FE exhaust ports have a similar “relief” cast away from the valve cover, valve train oil pool, and each other, thereby allowing more heat to be released and have it happen more quickly than flush cut exhaust ports. Note that below the port, the casting extends down to the deck, the better to conduct heat away from the hot chamber adjacent cylinder top, which in turn helps retain structural integrity by reducing heat soak even if slightly, that heat flow is an exponential curve, so a couple of degrees drawn away via this exhaust port design could be worth 10 or more at the combustion zone, valuable stuff, where it may not be absolutely about getting rid of heat, but about CONTROLLING HEAT. We want a cool charge into and behind the valve face, so as to increase the mass of the air charge, which in turn means a higher POTENTIAL for a more powerful explosion, thrust. Yet, too cool of an atomized charge and it will start to condensate on the inner corners of the runners and ports, which in turn slows the change, de-homogenizes it, and also makes the charge a bit harder to make combust as thoroughly as possible. Unburned fuel is both dangerous to our air, our soil, and us, but MORE IMPORTANTLY, it ROBS HORSEPOWER. See what I did there. It’s an odd dichotomy, we want the ports and the charge to be as cool as possible, until we don’t. The split second of ignition is actually benefited by a higher charge temp, as the difference in degrees slows the development of the flame front, kernel, and even the expansion which helps with exhaust scavenging. When these events are occurring every 60ms at 2000rpms, the rate at which each individual and mandatory event occurs is EVERYTHING.

Thanks man!! We appreciate you

Actually JACK ROUSH and DOUG YATES did more INNOVATIONS on The FORD Clevors ! Cleveland, Windsor combined ENGINES They USE currently in NASCAR, in EVERY FORD Vehicle To date ! Exfinity series Truck series and Cup series! Maybe ARCA Too ! .

MADE SENSE ,NOT SINCE !

Glad you like them!

thanks man we appreciate you!

Thanks bill!!

Thanks Steve

The day they killed the big power in nascar, is the day the sport started dying and declining. Sucks to see it start to die because of incompetent management. No one wants to watch full blown race cars that have less power than a lot of modern sports cars you can buy at any dealership. Total incompetence.

Was very sad when they put the damn stupid tapered spacers on the cars in 2015!! The 2014 engines were GREAT!! I watched almost every single race from 1997-2014, and more less stoped watching in 2015. They should take them off!!!

Thanks man!! We’re glad you’re here

Thanks glen!

If someone would pay for us to do it...we would do it

Love the Australian gearhead attitudes I always wanted to go to Australia find it very interesting hear the women are pretty n out number the men there!

Would be cool to see some history of imsa Daytona prototypes and the tech that went into them now that they have been replaced

Oh heck yes, Mitchell interviewing Richo, Bowe, Seaton, Bargs, would be cool. Though he should start by asking Dick Johnson about swearing live on TV during a NASCAR race. :D

Our pleasure!

Thanks man that’s awesome

Before the Yates heads too

@@racecitypatriot66 And he was using the Australian "Cleveland" block. Don't remember if that was a truck block or a purpose built racing engine? They get some stuff down under that the USA never sees.

I think Ernie is super under appreciated. Probably because he’s just “Bills brother” instead of seen as an independent engine genius.

@@Stapleton42 That would be a great video. Just talking to Ernie Elliott.

Ernie was first but Robert Yates was building winning Chevy engines before owner Ranier switched to Ford and Robert started doing his thing with Ford. Remember Robert Yates got his start with Holman Moody and Ford.

Thanks man! We’re learning the same stuff right there with you

I would have loved to go back farther in time but Jeff didn't know much prior to the C3 era. Maybe Ernie Elliott could fill us in someday

Thanks man!!

Hello I got a 91 f350 with the 7.3 non turbo is this block just like the 6.9 does it also have all the goodies as the 6.9 you just mentioned

@@edwardkesock216 It is. I've actually got one in my shop right now.

Thank you Steve!

you're welcome woody!

How does shaving the rocker arm pedestal create more lift ?

How does shaving the rocker arm pedestal create more lift ?

@@jesse75 puts the rocker arm closer to the pushrod which causes more lift in the valve.

BTW, when Bill Elliott had the "trick" heads, Harold was rumored to be one of only three to see the completed head work until the secret got out. They put dimples in the "dead fuel in the chamber" spots. IMO, there's so many "little unknown chassis and engine builders" back in the day that got the big name guys where they are today. Harold had his Dyno at Steve Redding's Corvette shop. I've seen Dick Trickle's name on a car there before he was famous. Wilson was kinda like a little Charlotte... BTW Robert Yates went to school in Wilson, NC at Wilson Technical Community College as it was named back then.

Thanks Ron!!

Too bad a lot of the information was Incorrect

Thank you so much Nate!

I know right 😂 I’ve never spent much time working on one so I don’t know the Ford way of listing the firing order but I can translate them to the GM numbering 😂

Me too I love it. Might have to put it on something else

@@Stapleton42 That would be awesome.

They don't even let them make 920 anymore. I think they are cut down to 670 or something

Very cool!

Glad you enjoyed it!

Breaking valve springs.

Thanks man!

This is what I understand as well the C3 is actually very close to a production Cleveland head. The block is a hybrid between the 2 a Cleveland oils the crank first and then oils the cam which is desirable. I still have some Cleveland stuff in the garage waiting for a new home in a project

@@RamseyABear to add also, from what I understand is the 351C block Manufacturer in the US was trash. Not only bad oiling but core shift thin walls ect. When Ford quit putting the 351C block in production you couldn’t get any from ford. At least for performance use. The factory blocks were not priority oiling. The lifters got the oil first. Bud Moore, Roush Glidden had all kinds of tricks to keep the block and rotating assy alive. Ford of Australia kept the 351C around quite awhile after Ford US dropped it. They had serious blocks over there. Still basic design same oiling issues but the blocks were crazy strong. They had what they called the pillow blocks. When Ford got back into racing around 80 they would get blocks shipped over from Australia. And go out to the teams. Until the 351C/W hybrid came out. It’s a 351W with the small 2.75 mains. (Think Dart blocks) I’m giving credit where credit is due. There’s a lot of great info on 69janks or yanks channel, and drag boss garage.

@@mikec9112 I agree. The heads are way made the Cleveland famous. The blocks were just junk. Thin wall castings. Shitty oiling system…. Junk .

Thanks man 💪🏻

Glad you enjoyed it!

Same. Going back to learn about what you were seeing at surface level back then is so fascinating

Thanks man!

I am working on that actually

Interesting!

@@Stapleton42 Hey brother. Just a personal shout out to ya for what you do for us hear heads. I’m a die hard ford guy. So I really means a lot to go visit the ford guys that put ford in the winners circle. Totally respect that. Thank you again.

Thanks man!!

Right on! Thanks man

Thank you very much!

The guy was not correct about the C3 stuff. The C3 heads will fit both 351 Cleveland and 351 Windsor, also will fit 302 blocks.

Thank you Dave!

Ford??? “Fucker Only Rolls Downhill” 🤦‍♂️🤣😂

Thanks Jason 💪🏻

We have done a few videos at the Petty’s. One with Richard himself!

Same 😂 thanks man

Glad you enjoyed it!