HOW TO BUILD CHEAP 5.0L FORD POWER! WHAT DOES IT TAKE TO ADD POWER TO YOUR DAILY DRIVEN SB FORD? 

That's good to hear. I have the stock 79 bottom end in my zephyr that has Pistons with no notch in them like 86 GTs but I've heard those guys have no issues with stage 1 cams and 170 trick flows or the newer 11R heads either so i think that's the route I'll go

Jay you mentioned the .512 intake lift while discussing valve clearance with your TFS 1 cam, but TrickFlow lists the specs for that cam as .499/.510 The only way I could imagine you getting.512 on the intake side would’ve been if you’d used 1.7 rockers instead of the stock 1.6…

@@skipgumphrey9579 you’re right, I had a brain fart! Definitely is .499/.510

@@KingJT80 11R will give most PTV clearance

@@vrm86gt yea that's the route I'm thinking I'm also thinking of going to a 347 too.

Very cool!

I appreciate that!

I have almost the exact same set up with 650 carb. How much Hp did you make?

@@DavesRacingTv low 400s

I have a t5 with 3.73s, want to spray a 75 shot because the car already has the kit on it but I don’t kno anything about nos

Mmm airflow

Yipe. Built a clevor with 4v heads. Turns 8,000 rpm.

Those E7's work pretty good ported. Stock valves on mine with an E cam, and got 285.

@@hondatech5000 chassis dyno showed 285 @ 5200 & 315 @ 4400. I used to be pretty good at this.

285 whp with an E cam and stock heads? seems high

@@richardholdener1727 Ported stock heads. They flowed 215/185 @.500. Compared to P head flow #'s and dyno graphs you've shown in your videos, it seems about right. This was with stock pulleys & fan, shorty headers, Typhoon EFI intake, 13 degrees of base timing, and 24 lb injectors. I wish I would've had an electric water pump & long tubes.

@@richardholdener1727 Some professional porters (DV, CS) claim 230+ cfm on ported E7s.

Paul the canted valve Cleveland 2-V production iron heads will easily outflow E7 heads (and most OEM Windsor based heads) while still maintaining decent charge velocity across a wide rpm range with the 2-V sized ports. The only thing to be aware of are the negative comments posted by the clueless online experts in regards to the open combustion chamber design produced for U.S. vehicles. While it is more prone to detonation than the excellent OEM Cleveland 4-V closed (quench) chamber design, the problem can be avoided with the proper compression ratio, cam duration and ignition timing. There are still plenty of 351C, 2-V heads available in salvage yards and online at affordable prices along with a good selection of aftermarket “Clevor “ intakes and/or spacer plates to adapt Cleveland heads to 8.2” and 9.5” deck height Windsor blocks. All blocks will fail when their power capacity is exceeded so anyone overly concerned with the cyber hype about 302 blocks splitting in half when pushed hard should just use a Cleveland block to start with. It doesn’t matter if it’s the 2 or 4-bolt main bearing cap variety. They both have stout bulkheads and pan rails supporting the bottom end. Seeing is believing so check out the DragBoss videos right here on RU-vid. His naturally aspirated, single 4-V carb, all engine 408 Cleveland small block stroker pulls 752 horsepower on the dyno, runs 9.60 quarter miles in his all steel ‘69 Cougar and he has been using the same OEM 2-bolt main iron block for almost 20 years with no failures. Try that with a stock Windsor block or even a highly overrated SBC block and you might have a very bad day. Lots of builders like yourself have had great results with standard displacement as well as larger 383”, 393” and 408” Clevor strokers. If anyone reading this has doubts about the power potential of Cleveland heads, I suggest checking out “The Other Guys” videos featuring Cleveland heads posted by Mr. Holdener. His fair and balanced method of collecting real data and posting the results regardless of the outcome is as good as it gets in the cyber world tainted by bullshit 😉. And the beat goes on……

Explorer is hard to beat

Unless that kids experienced I wouldn't do nothing like that until he gets used to it .

Explorers are hard to find now

Our peanut port 454 budget build just went 11.85 @112 1.57 60'

I just bought a 89 302 from a e250 van been worried about the different firing order, have you had any issues yet,

@@thruitallauto2538 only issue you will have with firing order is you just have to put the wires in the cap in the order of the cam you have, our motor is from a 95 truck so I think that has the HO firing order but we put a Chevy motor in it because we had a complete fresh motor and trans sitting in the garage, the truck oil pan is different then a fox body so you will need a pan and pickup as well

@@operatingengineer yeah I’m thinking going carburetor so I guess the firing order want matter, yeah I’m a Chevy guy, thought about putting a Chevy motor in it

@@thruitallauto2538 super easy swap! We used tin man mounts , put a Chevy trans yoke on the ford drive shaft, used the factory ford crossmember with a powerglide , bypass regulator with his EFI fuel pump, headers were the hardest to come up with we used $85 block huggers from speedway ! Car goes 14.40s with a 307 we got for free, he still wants to put the ford eventually but the Chevy was so cheep and he built that motor so he wanted to see how it ran, we might put a single GT45 turbo on it for next season

I vote trick flow. Less money and can fit over my 79 flat top Pistons lol

@Steve B I'd just replace the Pistons. Trick flow will make just as much power without the extra work. This has been debated for years

Hello Richard. Do the stock valve covers fit over those bolt down roller rockers?

A set of 165/185 heads on a stockish 302 and a good cam. Make good HP.

@@I_like_turtles_67 that's basically what the trick flow top end kit is based on

Awesome sounds like no problem with piston to valve clearence with the smaller valve reliefs and stock pistons with 2.02 heads? Getting ready for my clay test this weekend... I'm using E cam/ liberty aluminum heads but 1987' stock forged Pistons.. (smaller valve reliefs) so hopefully it all clears....

IF YOU HAVE 24-POUND INJECTORS-THEY WILL WORK-THE 274 CAM WILL HELP A LOT

yes-they (predictably) lose power through most of the curve

USE 24 POUND INJECTORS WITH A 24 POUND METER

nice

He has done well at making that cam famous for mustang owners

Ive always wanted to do that since the 60s with the yellow B. 👍 Healey would be good too $$ One just sold here locally. 😎

A SBF HEALEY

YES YOU CAN DO THAT WITH PISTONS THAT HAVE VALVE RELIEFS

i don't know what the baby cam specs are

Check out few of my videos. 306 t-trim big cam e85 600wheel

the 1969 351W head was the go-to head for SBfs for a long time-its about on par with a GT40 head

y pipe-then single back to turbo-you can double the na power output at 15 psi-the gt45 might not be enough for 18 psi

For The Win!

we changed them

which jegs or holley efi are you talking about?

@@richardholdener1727 the bandit and Holley sniper kits.

please see the video on the direct comparison between the Boss 302 and DZ 302-a 205 head is not too big-it's just being utilized

@Sub250 aerial shots that’s not exactly how it works. If the heads and/or carb is too big, the air velocity falls off and it makes less power.

@Sub250 aerial shots right, being an air pump, to flow more air to accommodate big carbs and ports, you have to spin more rpm to pump more of said air. Most engines are limited in valve train and bottom end to spin 7, 8, 9,000 rpm. So adding these big ports and carbs would make less power and be less responsive when limited rpm is a factor.

@Sub250 aerial shots I think we’re actually agreeing and just debating because it’s the Internet. I too have been class racing for years. Over carbureting an engine might not make less peak power, but in lower speed applications like a street car it will certainly have a negative affect on the usable power and usable rpm of the car. If the carb doesn’t have enough vacuum at given RPM none of the circuits are going to work correctly.

@Sub250 aerial shots hahahah that’s awesome. And true. 60’ is king.

it will work in both

no use of using 6500 rpm heads and a cam that goes to 5500 just match it all up or but i dont mind revving a 302 to 6500 because most modern muscle will there and higher. gotta keep with them the old school way!!

True. I took a 87 roller short block. Added 4v Cleveland heads. Engine makes great power and screams.

@@cammontreuil7509 so a clevor? That would be nice. Usually people do 351s for clevors is your an 8.2 deck?

@@KingJT80 yes. The block is a 1987 roller from a cougar. A 69 truck 302 crank. You have to cut down the oil splash on the back of crank to use a one piece rear seal. 5.4 inch rods. Chevy Keith black pistons, I cut the top of pistons to fit Valve reliefs. Boss 302 heads and stock intake. Cleveland headers. 800 double pumper for sport driving, just a 600 for street. With the stock roller cam engine runs smooth and off idle torque is great. Believe it or not. With double springs, engine will pull to 8,000 rpm. You could use Cleveland heads. I have a pair of 71 boss 351 heads already to modified for another clevor. A wedge head does make a bit more torque on low end. But pound for pound nothing beats a clevor for a head rush.

@@cammontreuil7509 YEah like a boss 302 then.

there is no best

see the big head test videos on the 5.0l-your data is there

30 pound injectors

I plan on doing the same thing this winter. Might just have to install them with a head gasket and measure piston to valves. I can’t find a solid answer either.

Shouldn’t be a problem. I been running the E cam in a Motorsport long block /flat tops for 20+ years now.

.006 per inch of bore works for that

Would you spray a motor with hypereutectic pistons in it?

And thank you soo much for the response!

don't know chassis specific headers

you won't be able to run a 400-hp shot on a 400-hp na motor

This is also my question... I've got Liberty alum heads with same 2.02/1.60 and with stock HO pistons (smaller valve reliefs) and E cam... haven't done clay check yet... soon I will....

please see the big 5.0l head test videos-the afr 185 head will be better by a lot through the whole curve

afr heads, 274 comp cam

they don't usually make any power

LIMITER?

Ford Racing offers after market aluminum GT40 heads, but they did not come on a production vehicle like the iron heads

Ford throws the names Cobra, GT40, BOSS etc around a lot for marketing purposes. Pretty sure the Ford aluminum's are not the same "casting shape" as the irons. The GT40 3 bar irons are essentially a 69-73 351W head but with smaller spark plugs and the new style rockers.

that cam and head combo won't fit in an 86, unless there are valve reliefs

@@richardholdener1727 would the crate motor out of a 97 explorer fit in my mustang?

@@stephenb3414 yes. Headers, oil pan sump, accessories must match. The Ex does have the shorter accessory pack which works better in 60s era cars with thick radiators.

no

That's still $ 1,000 a pair.

From what I've seen online the limit is 475+ hp where it starts to have problems. That's why so many do 351w instead.

@@degenerateweeb6379 thank you

pistons with valve reliefs will allow to more cam and cylinder head choices to make more power

cut reliefs ??

I'm not sure-you'd think I would know

@@richardholdener1727 killing me Smalls

GT40 WOULD BE MUCH BETTER THAN EARLY 66 HEADS

Hi Michael, if your ‘66 HP heads are from the “K” code, 271 horsepower engine, you might be better off financially by selling them to a restorer for a correct restoration project. In my opinion, they don’t offer much of a performance advantage over standard 289 heads. Shop around for a reasonable seller with a decent set of GT40 heads that’s also trying to pay for his kids college tuition. It’s a win, win deal for all. Maybe when your children graduate and get high paying jobs, they will show their appreciation for the automotive sacrifices that you are making for them and buy you the crate engine of your choice 😉. Hey….it could happen !!!

trikc flow stage 1 most likely. the 274 is like a stage 2 trickflow probably wont pass

With good cats and the air pump feeding them, I think almost anything would pass. I almost passed the sniffer with no cats.

need to check

dual plane edel rpm (or air gap) and 650 carb (Brawler)

@@richardholdener1727 thanks. I appreciate it.

heads, cam, intake

MORE CAM WILL HELP

Why not consider crower 15511

It's addictive.... More... More.... More.... more 😁😁😁

Domes above .100 usually hinder flame travel, especially the sharp corners: David Vizard.

@@hotrodray6802 A little work on domes will help , my way is good to get much more power from a 318 with 340-360 heads.

you need to check p-v

how much p-v clearance is needed

1011-2 or mls

@@richardholdener1727 OK thanks