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Great explanation on your process on checking pushrod length. Very helpful.

Do you have flow/dyno or 1/4 mile performance data to compare the performance of the heads? Im working on a set of iron 351 heads now for a daily driver build I'll be happy to get 1 hp per cubic inch since everything will be mild

Did the belt come with the kit or separately?

I built my 334 from my 289 . Didn't even need to clearance the bores for the rods. I used a kit from CNC Motorsports.

nice!

I'm pretty sure your real name is charlie..and having the three ladies perform"Very hazardous duties"is whats really going on..(positive comment number 3)

People that say a girdle are useless never put a piece of IKEA furniture together much less an engine

OLÁ Bils 15/08/24 Para motores normais é possível um concerto mais preciso e sem mexer nos rebaixes para válvulas no TOP do pistão. Vai requerer uma retificadora com conhecimentos melhores de geometria. Nada sugiro por que se for mal executado o normal seria me culpar. Roberto Udo Krapf

What kind of engine cradle is that? looks like its on backwards?

Old ED Smith says, whatever you do with the sbf. Torque the mains on before you bore and hone it, this fellow below, has the right idea, i think, by enlargeing the bolts to 1 half inch bolt holes, and use studs . The reason for all this is, the sbf block is not very ridged and has been found to move around a lot, also use a torque plate when honing. Hope this helps.

Duct Tape and 550 cord is what I have always used to keep my engines bottom end secured. It never fails.

What wiring harness did you use and where can we buy it?

What pistons are thouse and is the valve 2.02 reason i ask i need a piston i know that clears with world product 64cc 2.02 valve

druaspark I duraspark II then switched to tfi thin foil ignition.

Heat issues the V8 would make the battery explode . They had V8 south of the boarder do to not having emission, the catalytic converters were to blame

Im working on my very first build with zero background in mechanics so this was very helpful for my journey. thanks!

I need a neighbor like you bro

rad

dude where are you located? I have a snake pit im working on too! I don't know why but I'm tinkering with it.

proper demonstration

I tried installing a PowerMaster starter on my 74 Corvette with a small block Chevy and could never get it to work right. I'm using a points setup so I had to get a wire with a diode (not supplied) The problem is, that sometimes it would work and some times it wouldn't. I also had to do some modifications, shims, diode wire etc.. that I never had to do with my OEM starter. I hated the PM starter, so as a result I got a new OEM starter and have never had a problem since. For the price they are charging for these things, you shouldn't have to modify anything.... NEVER AGAIN!!

nice explanation. well done

Im a technician so ima chime in if you dont mind. Normally that would weaken the caps but aslong as all 5 caps are milled perfectly the same wich can be done and the girdle and caps seat perfectly flat on 1 another id think it would work provided you use arp hardware. And i do have 1 thought. I wonder if the girdle is modified to come down to the block so i5 can bolt to the block aswell i wonder if that would eliminate flexing even further.. i could be wrong because things do have to be able to flex slightly to accommodate the harmonics and heat cycles it endures...

Where did you get the bolts with safety wire holes for the lifter spider?

Bill , What are doing about the early 2 piece rear main seal issue using the Eagle crank that was designed for the one piece rear main seal ? Eagle says it's going to leak !

289 engine is actually 2.87 in stroke!

The problem i have with most girdles is their design, how they attach to the main caps. Most of them just sandwich between the main cap fastener and cap. The issue with that is when the cap is stressed ro the point it starts lifting or moving in the register, it moves the girdle with it since the girdle is no longer held in place. The solution would be to use a nut under the main cap, then install the girdle over top of the torqued stud followed by another nut on top of that. With this scheme the main cap still has a tight grip on the girdle even if the cap starts lifting IOW, the girdle can be far more effective holding onto the cap under load, supplementing the cap rigidity and adding strength. The problem this poses is insufficient clearance to the oil pan under most conditions. You'd need a deeper oil pan in that case. I also agree a well designed girdle will only add rigidity in the horizontal plane. Only a stronger cap design with better clamping to the block will avoid most of any cap walk anyone would encounter at power levels causing significant cylinder bore distortion. Stock roller block 302s are ticking time bombs at power levels exceeding 400 fwhp, especially when high rpms are needed to produce those numbers and especially so with a marginal tune. The 50 oz imbalance is the other weekness, mainly becuase the stock cast crank floos around like a wet noodle at higher rpms. The stress of that happening puts alot of load on the stock 2 bolt caps registers with or without a girdle. A bare factory roller block only weighs about 120 lbs with caps. They are likely one of the weakest V8 platforms I've dealt with. That is why I prefer 351w based builds when a stock block is called for. These also dont have any bolts going into coolant like most newer 302s have.

Is this a hyd roller or tappet engine? What did you do to keep them pumped up? Just soak them?

Trick flow recomends machining the caps in their instructions for their race girdle. My machine shop said to get a girdle. He is a ford guy so he was happy to do the work.

You're correct, it's not the two bolt mains that are the problem, its engine harmonics is why ppl have engine failures with these early blocks. 500HPish at the flywheel all day long.

The second distributor is not electronic, it’s a passive inductor and it is Hall effect. ( no active electronics involved) it is used to interface with an amplifier device ( MSD 6 AL or similar) ….. and on that note, be warned that MSD now has their consumer distributors made in China. Their failure rate is high.

Thanks man I had one wrong after a double check after watching this. 👍

your pump gas can be as high 105 octane. e85 or propane are 105. when e100 is 129! octane.

Great advice in this video... We built up a '96 Explorer motor (5.0 HO/GT40) and installed a TFS1 cam, spring kit and new head gaskets. Lots of tapping on start up. Turned out we needed to go from the stock 6.250 pushrods up to 6.300.

That car will be valuable one day it’s just not right now

For high rpm (6000+) - high hp (400+) sustained use on a 302, a main girdle will help not hurt.

I had a 76 Mustang ii Ghia v-6 auto, I never noticed the quarter window difference, thank you for teaching me something, tossed a rod one night coming home from work and junked it.

I hate vinyl tops.

Thanks searched and searched this is the only video that makes sense

I bought a brand new White with Blue Cobra in 1976 right after I got my first full time job. I loved that car and kept it over a decade

What about the oil galley press in plug in the top back of the block? Ben Almeda racing recommends pressing it in upside down to improve oil flow. Do you think this is necessary? th-cam.com/video/7b-xa7aGHEo/w-d-xo.html

I don't know if you have ever ported heads or not but on your first 2 cast iron you can 14:39 work the combustion chamber on the sides of the valves where they are shrouded and it will help quite a bit. Try to make them look kinda similar to the afr chambers. I built a 390 20 yrs ago & I did everything I could as far as porting goes. Just stock 2.05 1.55 valves. I removed that little step up into the chamber ridge beside the seat, gasket match, bowls, whittled down the guides like sharpening a pencil - a bit, hogged the shit out of the exhaust bowl. I'm not a pro builder with a flow bench but that engine ran good. 72 F 250 2 wd auto. Headers into cherry bombs & exit right behind the doors. Isky cam 264 during 525 lift, Edelbrock 4v carb & hot ignition. Ran good. Fun driver

There great at keeping main caps from recirculating thru the engine.. girdles are minimized cap walk if you have ever looked out a window on airplane see the wing’s moving while flying it is a must. If it didn’t would have stress cracks quickly.🍔🍟

Hey, I see a Mustang II ghia in the background, nice. I'm actually working on my 1977 Mustang II coupe with the 332" stroker engine in it, and having issues with starter grinding, correct aftermarket starter for it, new 141 Tooth flexplate, undamaged block plate, properly threaded holes in the stock mustang II bellhousing, goddamn starter still tears up the ring gear teeth, it's getting annoying. lol I never had trouble with the stock II V8 starter back when I could run the stock II smaller oil pan with it, but the stud girdle on the stroker motor forced me to run a full size car oil pan, necessitating the use of a mini starter, such as from a 1990s Mustang or aftermarket. Tried both styles, still with the starter grinding during cranking. Modified vehicles, always fun.... I think I will try one of those PM starters with the adjustable depth shims.

Hate is a pretty personal feeling. So it doesn’t make any sense to hate a car that most people can’t even identify or have even seen. I picked a II for my project because it was my first car. I already knew every bolt, so I could relate. I think I have managed to keep cost on parity with worth. I’m about $7k into it and besides some knick-knack stuff I only have AC and locking diff to go. I’ll probably go with new disk brakes all around, but that is surprisingly less expensive than I imagined. I just put “Mustang II” suspension in it with coil-overs. It seemed like a perfunctory obligation to respect this weird echo of engineering for the II suspension. I got the car as a roller, no motor or transmission. I did the body and paint myself. Now it has a roller 302 with trick flow 11r heads and a T-5 with a hydraulic clutch. Its tagged and insured. Sure, its not going to keep up with a new mustang. I didn’t want a knuckle dragger. It’s a small RWD car with a bit too much power and its easy to work on. Whats to hate? People are dumb.

And cap walk isn't as big of an issue with lower HP motors. So, in a way, it can help handle more power.

Watched several videos 0n this subject and your's was the first to actually explain this procedure in plain English and with clear video. Excellent video, thanks for posting.

I've listened to people's drivel since the mid 80s. I don't hear it so much nowadays, but there are still people out there - especially on the internet.

I had to grind my oil pump too, and also did some to the main stud head

nice review