Lake Speed's Ford C3 NASCAR Engine: Drag Racing Legend Greg Anderson Machines The Block! 

I'm all in!!!

I understand it all being a part time performance engine builder.what treasure to see Greg in action .he would make a excellent teacher.new tech is so cool to learn no matter what brand engine is being built. Wonder what a machine like that cost?

Go ALL THE WAY! Please. I absolutely LOVE this stuff!

Moving was definitely a good idea

@@KS-dg5zh i believe they said over $1m in the video but could have been talking about another machine as a reference but im sure its not cheap

Thanks clay!!

you ain’t kiddin!

Can you get in Warren Johnson's shop & get him to talk heads ???

His enthusiasm is infectious. I don't know anything about engine building but I was getting excited!

Love that dude!!

That’s awesome 😂

Bob Glidden, many decades ago, was at least as difficult as you describe here. If you gave Mad Dog 28 races a Yr instead of 8/10 races a yr like he had for half his wins. His 86 National Event wins would hav been closer to 180. Maybe more. Yes, Greg runs a tite ship. Deserves a lot of respect. Yet.. Dont thk Mad dog was any less covert. Nice video!

Thanks man!

That's one of the things that separate Greg from most of the drivers. He was also a multi time Champion while Crew Chief for teammate Jason Line

Same here

Thanks man!

Thanks mark 💪🏻

Greg and Brad are legends

Thanks man I guess we are doing our job right!

Absolutely 💪🏻

@@Stapleton42 I used to run a print ad agency and was a sales manager, and started as an outside sales rep. Getting momentum helps a ton, you build off the momentum and start kicking ass and taking names. There are some real interesting utube videos but don't get momentum in that subject. Being from St. Louis, interviewing the race car drivers from the area who were players was interesting. I have a friend, Jim Gerber who in the late 70's early 80's was a world champion blown nitromethane drag boat racer. He was sponsored by Coors Light and then Budweiser Light and the drag boat races were interesting because of the different classes and knowing Jim and seeing how his boat was put together in his pit was cool.

Thanks man. We hope so.

Thanks man!!

Thanks man that’s what we love to hear!

It’s really crazy I see a guy I have never seen seen and then I see a 20 minute commercial from him about the history of rings and how they started with steam engines. What a full circle of teaching and fun and our channel has become. Bravo to you both

Thanks Mike!

Thanks man!! Lake jr set it up 💪🏻

Thanks Kurt!

Check out the Total seal channel!

Thanks man! Definitely has us digging into more engine projects too. Now that we have the relationship with Dennis at PME it takes a lot of hesitation away from doing an engine build

Thanks Chris that’s what we love to hear!

You are welcome Tom!! We are glad to have you here

Thanks John we are glad you’re here!

Agreed!!

Good point 😂

Thanks man! We are pumped too

Thanks Wayne! Sound is a big focus of mine recently

The modern day ring pack is something else too. I remember when 3mm Napier style started... then it went to 2.5mm and then 2mm. Now 1.5mm for top and second rings. Miss Darrin Morgan and all of those guys being active on speedtalk forums and what not as well.

You got it!

Thanks adam we are glad you’re here!

Thanks Steve!!

Thanks man we will!

Same he is really hands on. Old school.

Thanks Ed. They’re coming don’t worry!

Thanks Nathan we appreciate you!

That’s an awesome find!

Ed that’s a good find on those Ford C3 heads. I don’t know the specific details about the older and newer revisions of the C3 heads but the benefits offered from the canted valve design are the main reason they flow so well. It wouldn’t make sense to redesign them without featuring the canted valve design. Of course the sanctioning bodies that write the rule books have a long history of targeting the Ford canted valve heads specifically and changing the rules if Fords start winning too many races. That’s an unfortunate but well documented fact that the NHRA will always be remembered for. Heavily biased bastards totally without shame for pulling those tactics to please GM and the major sponsors. Like WTF man 🤔

@@danielwilson6665 I agree, the sanctioning bodies seem to be hardest on ford, especially on the Cleveland stuff. none of the short tracks I`ve been too have ever allowed Cleveland heads. I guess cause chevy made only in-line heads. SB-2 head looks like a modified BBC and a C-3 looks like a modified BBF head. All those heads are antiques now

@@edpetrocelli2633 …. Sanctioning bodies made Cleveland heads the most scrutinized, regulated, restricted, penalized and banned regular production heads in racing history. It just doesn’t make sense because they were production pieces and not an attempt by Ford to slip an exotic race oriented part past the rules and into the mix. When racers identified the weaknesses of the Cleveland heads and modified them while staying in compliance with the rules, they came up with a high flowing head that was superior to all others available at the time. It’s obvious that Chevy has always been more popular than Ford and when Chevy fans attend or watch a televised race that a Ford wins, those fans come away feeling unsatisfied. When that scenario is repeated too often, fans become disgruntled and start to loose interest. That’s when race attendance and TV viewers starts to decline. Then it becomes a problem for the business end of Motorsports and something has to be done. After all it is big business and money is the motivation. The quick and obvious fix was to do something about what was giving Fords a winning advantage but the heads never were an unfair advantage like so many people claimed. I realize that it’s all ancient history now and the components involved could be viewed as antiques. But with the aftermarket releasing several new versions of alloy Cleveland heads, there’s a huge interest in Clevelands again. But it’s not just heads. People have been building “Clevors” for years by using Windsor based blocks topped off with Cleveland heads. There’s always been a controversy over the shortcomings of production Cleveland blocks and the short production run of the blocks didn’t leave many good cores for new builds. Clevelands are still a popular engine for performance builds in Australia and their aftermarket offers aluminum Cleveland blocks but high shipping costs are a problem. The good news is there are two sources in the States for Cleveland specific blocks. The Titus Cleveland block from Mark McKeown. titusperformanceproducts.com . The TrackBoss Cleveland block from Timothy Meyer. tmeyerinc.com . Both are good but I’m more familiar with the TrackBoss. It’s being poured at a local American foundry which gives Tim the ability to work directly with the foundry for better control during the process. It features full Cleveland architecture meaning that both OEM and aftermarket components are a direct bolt on. The oiling system has been upgraded to priority main bearing oiling to correct the problem found with the original when run at high rpm’s for long periods of time. The cylinder walls are extended deeper into the block to add stability to stroker pistons at BDC. The main bulkheads and pan rails are thicker and it has four bolt main bearing caps in all 5 positions for an extremely stout bottom end. There have been delays at the American foundry but aluminum and special grade cast iron block distribution is just beginning and will provide the foundation for the new generation of powerful Clevelands to come. Clevelands might be antiques but to people like myself that have been building them all along, they are an important part in the arsenal of powerful pushrod Ford V-8 engines. Modern antique Clevelands still rule. And the beat goes on….🏁.

I`m gonna have to get my hands on a cleveland head and do a side by side comparison cause they sure look like a C3 or a small 429 head. I just don`t get them in my shop. I do a lot of BBF`s but I get blocks from Eliminator and it takes awhile but everything takes awhile now

Thanks Gary!

You are documenting the evolution of not just NASCAR but engine building. From the shade tree mechanics, try this, this looks good, to the engineering and materials science that manufactures bring to race shops. Keep it going!

Thanks man!

Thank you Dave we are glad you like it!!