Man your videos are always full of great information and has me thinking about my setup all the time seeing if or where I screwed up 😅😂 and if I can change anything to make more powah cause we are always wanting more of that stuff and you know how to get it 😁
Thanks for giving ppl the perspective and keeping it real. 💯 your experience in the race and severe duty arena is much appreciated by many of us. I live how you call out ppl skimping out on compression!!
Forgive me for not stating the obvious. I love your videos. I remember you because I grew up in Alhambra and used to go to Winter Nationals and Lyons, Irwindale, OC, and I even raced my 65 K FB mustang. I really appreciate your work and also your dedication to veterans. God Bless! M
I tried to keep it as simple as possible so it is easily understood! I noticed many get too technical and many do not really care for that style of tech videos.
My truck Norris cam is quite an improvement over stock. It has 108 lobe separation. As with this man, To be really good at anything , you have to be Obsessed. Brian tooley is equally obsessed, as is Steve Morris or Nelson or lake speed from Total seal. Focusing on these guys. You're going to have GREAT Results. I just wish They were only sharing their wisdom with me, And that my piggy bank wasn't hiding under the bed in the Fetal position.
Hi ben i tryed your oil expander mod to loosen up piston drag on pistons it works great ,engine is alot more freeer reving.thanks for all your tips and tricks.happy new year and have a blessed day
Ben, I have watched a lot of your videos. I wish you would talk about the Ford 302/351 z heads and compare them to TW or AFR. There are also intakes you never really talk about such as the Holley systemax ll intake and how it compares to say the Performer rpm. Also, you never really talk much about the Boss 302 and I am especially interested because you do talk about the benefit of canted valves on the 351c. That said what about the 385 series? Not even the FE gets any love....... You are the best on line so thank you so much for all your work. Sincerely MTN
I have many many issues with the FE and will now reject working with them if it is an aftermarket aluminum block. I will place a future video on the Z heads vs. AFR/TW. Lots of experience with both for many years. Will do these as soon as possible.
Found your channel a couple weeks ago. Ive learned more from you than any other. Maybe i just understand it better the way you explain it. I am a ford guy but my love is the old FE engines. Would love to use your knowledge on those engines. Thanks you for sharing your knowledge!
I recall they called it "Woofing" to get attention for racing. making that bog noise. I once told a guy the 850 DP Holley was too big for his 340 Duster, when he took it around the block the huge Bog "HUHHH" nise. he later said yeah too much
I've got a 1984 foxbody here in nz. Cammed vr spider single plane intake 600 edelbrock carb lightly ported d50e heads hooker headers. And was told it was built for racing. I believed this as It can leave my holden ssv 6.0 behind. And it is Very responsive and lights up. Blew a head gasket thinking to see some good stuff when I decided to strip it down to repair and seen it had stock pistons. Not only are they stock with the 4 valve relief and small center dish . They sit down the hole maybe 2-4mm so my 100psi static on all cylinders (assumed** almost back together and will recheck ) the fault of the gasket for the very low compression. I'm still puzzled as to how this stock non roller with the taller deck runs so well with a set up that should be against it. The single plane (like a victor jnr) and 600cfm led me to believe this was atleast on high comp pistons or stroked to be so responsive and powerful and not just bog out. P.s holden commodore ssv is no different to the 2010 Pontiac g8. I've got another engine I'm stroking for next years racing that's an explorer 5.0 . that's gonna get your teachings with the rings pistons and journals being used on it. But any idea how that engine pulls. Cams 244/244 304 304 .466 .466 110
Ben, I want to thank you for putting the cookies on the table for us to reach. When it comes to measuring cranking compression with a gauge, I have noticed about a 25-30 psi DECREASE after switching from an old-school ford starter to a newer style mini starter. When you recommend a ballpark of 190psi for pump gas, what starter is being used? Mini? Have you ever experienced differing pressures due to starter style?
Not really except if the starter really was worn out with very high resistance will turn much slower and the new one will definitely crank faster and posts a higher reading. Normally they all turn close to each other if they are in good shape from battery to starter to the ground/positive connections.
Thank you for the info Ben. And your not a dying breed for N/a guys like me. It's alot easier to get horses with boost. But they usually can't get crap out of non boosted engine lol.
The VW dual exhaust with headers is somewhat similar to a crossplane crank V8, with a pair of cylinders firing close together creating a high pressure pulse as if there was one big cylinder. With the VW the two cylinders fire 180° apart. If a dual exhaust is favored for whatever reason, it would be better to pipe the front two cylinders together and the rear two cylinders together. This would give 360° between exhaust pulses. The closed exhaust valve on one cylinder would prevent any dilution of the intake air with hot exhaust. I do believe that in combination with a merge collector of the two headers would providen the best torque over a broad RPM range. Ever think why Subaru engines have a bit of bark like a V8 even with a single exhaust or turbo. It is the two exhaust pulses, one from each bank, as the cylinders fire 180° apart. To the collector on each side this appears to be one big cylinder on each side. This gives that Harley reminiscent exhaust note. Now if a person looks at the Mazda Skyactiv videos that describe their research into the exhaust and manifold/header design to enable using 13:1 compression and 87 fuel, could provide information on how Subaru performance might be improved or lower ocane (read less expensive) fuel could be used. And gosh with todays prices we sure need to have all the tricks in play to reduce our fuel costs. More good information Ben. Thank you. Have a great weekend Ben.
Hi Ben, really like your way of explaining how to make power and how to get as much as you can out of everything. I am building a sbc .o60 over 400. 4.185 bore 3.750 stroke. I have a scat lightened crank and 6 inch I beam rods 2.02 1.60 aluminum heads 205 runners edelbrock victor jr. Now I am trying to figure what compression and cam to use. It is going into a 55 Chevy 1/2 ton pickup with a th350 and 9 inch with 4.56 gears. I have been looking at Howards cams 106 LSA and 102 intake centerline and comparing them using the Wallace Dynamic calculaters. I am finding cams that make dynamic pressures of 8.5 to 9.5 and dynamic pressures from 180 to 195+. Those numbers change from cam to cam depending on the static compression that I calculate and duration of the cam. It also changes the effective stroke for every combination that I come up with and also the overlap. What I need help with is trying to find the right mix of dynamic cranking pressure and dynamic compresstion and is it better to have a longer effective stroke ? I am here is CA and will run this at Sears point and Somoa and probably more time at the track then on the streets but I would like to be able to run it on 91 and still make good power. The truck should be around 3400 pounds and maybe less since I still have things that can be changed to make it lighter. Any idea's to make this engine perform would be great. I have a friend that runs a 65 F100 and he is putting a stroked 428 in it so I have to try to get as much as I can out of this 400. Oh yeah I will be running a single 4 barrel. Thanks again for all the cool shows that you are making and all of the very useful and very very good tips and information. Sorry for this being so long. Thanks, Pat
I feel you should talk with Rod/Nolan @ Iskenderian Cams because they have so much feedback from racers like myself on what is the best grind! How long is the longest straightaway and how tight are the corners! In fact Nolan does this a lot for many circle track and he nails the grinds all the time. Google Iskenderian and they are in Gardena in California and just mention my name and they will take you seriously. Nolan is super busy and Rod would also be a good one to talk to.
great info for a street or drag racer.i think i will watch this video several times,esp. when im working on my bb comet.my car is a 66 comet with a 433 fe 100 shot,4 speed,4.11 gear street car.owned and street raced for 41 years.im throwing some parts on it that i get from famous people for conversation at the track or shows. i got a parachute off Steve Morris. do you have some universal part i could buy for my comet,guage,shifter knob,etc.anything from one of your cars just to say i have something from Ben Alameda!
I swear my old mustang has a chip in it or something, anything over 12* timing in it and it’s detonate on 93. I could put at ten and still could not run anything but 93 in it. Makes sense, it’d walk away from every other stock ish 5.0 it raced. Heck it beat some cars it didn’t have any business doing so. Love your videos. I can’t wait to get my newer to me 95 5,0 hopped up.
They may have ramp up the ignition curve or your timing marks are off! They are a piece of steel plate that easily bends and shows you a wrong number a possibility.
Yes of course and many giving that comment have not tried it for sure! When you play the compression/cam timing duration well you get a good running street engine specially if it is a very light car with gears or high stall converters.
I have a set of sbf kpitfs as cast high ports i will be porting soon. Cam selection i am still learning. Done with pwr adders for now, going N/A street strip calculated 11.8-12.2
Did it before also by pushing in an aluminum bushing to get rid of the pushrod bump on the intake ports. Then 1.94 x 1.60 valves will work impressively!
At this point few of us have a way of making it act like a solid roller and that is how far I can go for now because I may piss off some of the 5.0 guys who are good friends...
Also I don't want my car loud. I am building my Vic into sleeper. So a single 3 inch would probably be pretty awesome. I've always been a "duel exhaust with Flowmasters" type guy. But I don't want it loud. Throaty but not loud.
I have yet to see anyone with a 10:1 stroker tells everyone he really went quicker at the track with a 950cfm carb! The example I gave is a mid ten sec. engine making about 600hp (426cid 11.5 comp.) and still went quicker with a 750 vs. an 850. What would a 950cfm do? It will dyno well that is a given but we do not race dyno's we race the track. Well I do that is a fact been there many times and done that. In short it is the difference between the dyno world and the world of competition running a race.
@@benalamedaracing2765 I never had the luxery of a dyno for the first 10 years of racing cars but at the track or on the street I knew what worked and what didn't because I was beating guys with bigger engines and a lot more money invested than I did. A lot of those former magazine guys live by the monkey see monkey do mantra!
I have noticed in the 5.0 community there is no priority placed on compression, they love low lift cams, and the words “quench distance” are non-existent! I am speaking in terms of TH-cam videos and online forums! I also need educated on why 5.0’s are not revved and a lot make peak HP at 5500 rpm?!? I used to drag race 289’s and spin the piss out of them.....a short stroke doesn’t make torque so you spin it up for HP and gear down to compensate! What gives there....?
The heads are very limited as far as flow is concerned therefore lots of overlap is applied to their camshaft like a Super Stock grind. Compression meanwhile is not important because there are emission considerations to pass so there is that. When these issues as addressed then the engine responds and produces power like you found out.
@@benalamedaracing2765 Thanks Ben! Will a 5.0 short block handle high RPM like a 289 or is there a weak link in the system? I saw where someone stated something about there being a balancing issue with the engine that’s limits RPM’s.
Yes they do as well as the Mopar with Carter Thermoquads! The saving grace for both of them are the tiny primaries and if not for these, they can all win the best engine roar! lol
![[LIVE] : ONE ลุมพินี 88 | คู่เอก "ป้อมเพชร vs อัสลามจอน"](http://i.ytimg.com/vi/1ZqTVVbMgbo/mqdefault.jpg)
I learn something every time I come to your channel, thanks for sharing your Knowledge !
Thanks for tuning in!
So much information here I watched it 3 times. Thank you
Thank you sir.
Man your videos are always full of great information and has me thinking about my setup all the time seeing if or where I screwed up 😅😂 and if I can change anything to make more powah cause we are always wanting more of that stuff and you know how to get it 😁
Thanks as usual and glad I am able to guide and help!
@@benalamedaracing2765 You're welcome, just when I thought i knew it all you pop up and say , you're not even close 😂🤣😂
Thanks for giving ppl the perspective and keeping it real. 💯 your experience in the race and severe duty arena is much appreciated by many of us. I live how you call out ppl skimping out on compression!!
It really pains me to see a promising build strap down with low compression turning potential into an instant dog!
Forgive me for not stating the obvious. I love your videos. I remember you because I grew up in Alhambra and used to go to Winter Nationals and Lyons, Irwindale, OC, and I even raced my 65 K FB mustang. I really appreciate your work and also your dedication to veterans. God Bless! M
Mr. Nowak, thank you and as Patriots we will always be grateful sir.
Thankyou Ben for your easily understood style of explanations and sharing your real world wisdom
I tried to keep it as simple as possible so it is easily understood! I noticed many get too technical and many do not really care for that style of tech videos.
Thanks Ben God Bless!
Thank you and also with you sir.
Love the information you have shared I have leaned so much thank you Ben!
Abdullah!
Will keep this going regardless of what engine it is and they all respond the same!
My truck Norris cam is quite an improvement over stock. It has 108 lobe separation. As with this man, To be really good at anything , you have to be Obsessed. Brian tooley is equally obsessed, as is Steve Morris or Nelson or lake speed from Total seal. Focusing on these guys. You're going to have GREAT Results. I just wish They were only sharing their wisdom with me, And that my piggy bank wasn't hiding under the bed in the Fetal position.
Thanks Kevin and listening for great and good information goes a long way into building a good running engine!
Hi ben i tryed your oil expander mod to loosen up piston drag on pistons it works great ,engine is alot more freeer reving.thanks for all your tips and tricks.happy new year and have a blessed day
Thanks and it throttle response really improves!
Oh I haven't seen that one. I'm going back to find that one too thank you!
Ben, I have watched a lot of your videos. I wish you would talk about the Ford 302/351 z heads and compare them to TW or AFR. There are also intakes you never really talk about such as the Holley systemax ll intake and how it compares to say the Performer rpm. Also, you never really talk much about the Boss 302 and I am especially interested because you do talk about the benefit of canted valves on the 351c. That said what about the 385 series? Not even the FE gets any love....... You are the best on line so thank you so much for all your work. Sincerely MTN
I have many many issues with the FE and will now reject working with them if it is an aftermarket aluminum block. I will place a future video on the Z heads vs. AFR/TW. Lots of experience with both for many years. Will do these as soon as possible.
Found your channel a couple weeks ago. Ive learned more from you than any other. Maybe i just understand it better the way you explain it. I am a ford guy but my love is the old FE engines. Would love to use your knowledge on those engines. Thanks you for sharing your knowledge!
I recall they called it "Woofing" to get attention for racing. making that bog noise. I once told a guy the 850 DP Holley was too big for his 340 Duster, when he took it around the block the huge Bog "HUHHH" nise. he later said yeah too much
I bet that was a sobering reminder for him! lol
I've got a 1984 foxbody here in nz. Cammed vr spider single plane intake 600 edelbrock carb lightly ported d50e heads hooker headers. And was told it was built for racing. I believed this as It can leave my holden ssv 6.0 behind. And it is Very responsive and lights up. Blew a head gasket thinking to see some good stuff when I decided to strip it down to repair and seen it had stock pistons. Not only are they stock with the 4 valve relief and small center dish . They sit down the hole maybe 2-4mm so my 100psi static on all cylinders (assumed** almost back together and will recheck ) the fault of the gasket for the very low compression. I'm still puzzled as to how this stock non roller with the taller deck runs so well with a set up that should be against it. The single plane (like a victor jnr) and 600cfm led me to believe this was atleast on high comp pistons or stroked to be so responsive and powerful and not just bog out. P.s holden commodore ssv is no different to the 2010 Pontiac g8. I've got another engine I'm stroking for next years racing that's an explorer 5.0 . that's gonna get your teachings with the rings pistons and journals being used on it. But any idea how that engine pulls. Cams 244/244 304 304 .466 .466 110
Ben, I want to thank you for putting the cookies on the table for us to reach. When it comes to measuring cranking compression with a gauge, I have noticed about a 25-30 psi DECREASE after switching from an old-school ford starter to a newer style mini starter. When you recommend a ballpark of 190psi for pump gas, what starter is being used? Mini? Have you ever experienced differing pressures due to starter style?
Not really except if the starter really was worn out with very high resistance will turn much slower and the new one will definitely crank faster and posts a higher reading. Normally they all turn close to each other if they are in good shape from battery to starter to the ground/positive connections.
Thank you for the info Ben. And your not a dying breed for N/a guys like me. It's alot easier to get horses with boost. But they usually can't get crap out of non boosted engine lol.
Got to know the basics of good builds before we go from there I agree!
Another great video Ben. Have you done much with E85/Pump E85 with carbys? Curious to know your thoughts and experience on Gasoline vs E85
A converted carb with e85 are very good! For max street it is much better from a performance standpoint.
The VW dual exhaust with headers is somewhat similar to a crossplane crank V8, with a pair of cylinders firing close together creating a high pressure pulse as if there was one big cylinder. With the VW the two cylinders fire 180° apart. If a dual exhaust is favored for whatever reason, it would be better to pipe the front two cylinders together and the rear two cylinders together. This would give 360° between exhaust pulses. The closed exhaust valve on one cylinder would prevent any dilution of the intake air with hot exhaust.
I do believe that in combination with a merge collector of the two headers would providen the best torque over a broad RPM range.
Ever think why Subaru engines have a bit of bark like a V8 even with a single exhaust or turbo. It is the two exhaust pulses, one from each bank, as the cylinders fire 180° apart. To the collector on each side this appears to be one big cylinder on each side. This gives that Harley reminiscent exhaust note.
Now if a person looks at the Mazda Skyactiv videos that describe their research into the exhaust and manifold/header design to enable using 13:1 compression and 87 fuel, could provide information on how Subaru performance might be improved or lower ocane (read less expensive) fuel could be used. And gosh with todays prices we sure need to have all the tricks in play to reduce our fuel costs.
More good information Ben. Thank you.
Have a great weekend Ben.
Hi Ben, really like your way of explaining how to make power and how to get as much as you can out of everything. I am building a sbc .o60 over 400. 4.185 bore 3.750 stroke. I have a scat lightened crank and 6 inch I beam rods 2.02 1.60 aluminum heads 205 runners edelbrock victor jr. Now I am trying to figure what compression and cam to use. It is going into a 55 Chevy 1/2 ton pickup with a th350 and 9 inch with 4.56 gears. I have been looking at Howards cams 106 LSA and 102 intake centerline and comparing them using the Wallace Dynamic calculaters. I am finding cams that make dynamic pressures of 8.5 to 9.5 and dynamic pressures from 180 to 195+. Those numbers change from cam to cam depending on the static compression that I calculate and duration of the cam. It also changes the effective stroke for every combination that I come up with and also the overlap. What I need help with is trying to find the right mix of dynamic cranking pressure and dynamic compresstion and is it better to have a longer effective stroke ? I am here is CA and will run this at Sears point and Somoa and probably more time at the track then on the streets but I would like to be able to run it on 91 and still make good power. The truck should be around 3400 pounds and maybe less since I still have things that can be changed to make it lighter. Any idea's to make this engine perform would be great. I have a friend that runs a 65 F100 and he is putting a stroked 428 in it so I have to try to get as much as I can out of this 400. Oh yeah I will be running a single 4 barrel. Thanks again for all the cool shows that you are making and all of the very useful and very very good tips and information. Sorry for this being so long. Thanks, Pat
I feel you should talk with Rod/Nolan @ Iskenderian Cams because they have so much feedback from racers like myself on what is the best grind! How long is the longest straightaway and how tight are the corners! In fact Nolan does this a lot for many circle track and he nails the grinds all the time. Google Iskenderian and they are in Gardena in California and just mention my name and they will take you seriously. Nolan is super busy and Rod would also be a good one to talk to.
great info for a street or drag racer.i think i will watch this video several times,esp. when im working on my bb comet.my car is a 66 comet with a 433 fe 100 shot,4 speed,4.11 gear street car.owned and street raced for 41 years.im throwing some parts on it that i get from famous people for conversation at the track or shows. i got a parachute off Steve Morris. do you have some universal part i could buy for my comet,guage,shifter knob,etc.anything from one of your cars just to say i have something from Ben Alameda!
I am doing the FE aluminum block at the moment, 482cid.
yea i know,im the one who told all my buds on the forums about your channel.@@benalamedaracing2765
I swear my old mustang has a chip in it or something, anything over 12* timing in it and it’s detonate on 93. I could put at ten and still could not run anything but 93 in it. Makes sense, it’d walk away from every other stock ish 5.0 it raced. Heck it beat some cars it didn’t have any business doing so. Love your videos. I can’t wait to get my newer to me 95 5,0 hopped up.
They may have ramp up the ignition curve or your timing marks are off! They are a piece of steel plate that easily bends and shows you a wrong number a possibility.
So many people including some engine builders act like compression on the street over 10 is the boogeyman. Crazy.
Yes of course and many giving that comment have not tried it for sure! When you play the compression/cam timing duration well you get a good running street engine specially if it is a very light car with gears or high stall converters.
I have a set of sbf kpitfs as cast high ports i will be porting soon. Cam selection i am still learning. Done with pwr adders for now, going N/A street strip calculated 11.8-12.2
You have the heads to accomplish that goal.
Is that an old pencil sharpener next to the coffee cup???
Yes it is! lol
Hi Ben, E7 ported with chamber work and 11.5:1 domes. Good sleeper combo? Thoughts.. Sure you have seen.
Did it before also by pushing in an aluminum bushing to get rid of the pushrod bump on the intake ports. Then 1.94 x 1.60 valves will work impressively!
Do you earned yourself a sub! I love this old school knowledge you and mr vizard Andy at unity Motorsports.
Thanks John!
Thanks ben! I"m a mopar guy but its still useful info for me.
I am collecting all my pics and info on my twin turbo all aluminum B1 project and it has a rare Koffels cylinder heads.
Also, with the exhaust too big kills velocity, thus killing flow.
Agree sir!
How are these new drag racing records being done with hydraulic rollers?
At this point few of us have a way of making it act like a solid roller and that is how far I can go for now because I may piss off some of the 5.0 guys who are good friends...
I get it❤
Also I don't want my car loud. I am building my Vic into sleeper. So a single 3 inch would probably be pretty awesome. I've always been a "duel exhaust with Flowmasters" type guy. But I don't want it loud. Throaty but not loud.
I love the flowmaster sound and it is just about the same if you installed an "X" pipe between the two banks will basically function the same.
I'll get rid of the original H- pipe and run a X-pipe instead then.
Thank you sir!!!
You're going to stir some stuff up when some of Richard Holdener's followers watch this about sizing carbs!
I have yet to see anyone with a 10:1 stroker tells everyone he really went quicker at the track with a 950cfm carb! The example I gave is a mid ten sec. engine making about 600hp (426cid 11.5 comp.) and still went quicker with a 750 vs. an 850. What would a 950cfm do? It will dyno well that is a given but we do not race dyno's we race the track. Well I do that is a fact been there many times and done that.
In short it is the difference between the dyno world and the world of competition running a race.
@@benalamedaracing2765 I never had the luxery of a dyno for the first 10 years of racing cars but at the track or on the street I knew what worked and what didn't because I was beating guys with bigger engines and a lot more money invested than I did. A lot of those former magazine guys live by the monkey see monkey do mantra!
Brother, I've been wondering about running a single 3 inch on my Ls3 03'Crown Vic Police Interceptor I am swapping.
No room for a single 3 inch so you are better off with an X pipe joining both banks.
Firehawk was the Firestone tire I believe
You are probably correct and thank you!
@benalamedaracing2765 keep up with your awesome work & knowledge 👍
@@jackwillson8099 thanks Jack!
@benalamedaracing2765 any time my friend keep up the awesome work
F cam ok 306 e7 ported head na mustang 5 speed 355 gears.
Specially if you are geared it works!
And I can’t get my turbo 351w to make anything 😔
How did you set it up? ALL engines should respond even those with poor potential.
I have noticed in the 5.0 community there is no priority placed on compression, they love low lift cams, and the words “quench distance” are non-existent! I am speaking in terms of TH-cam videos and online forums! I also need educated on why 5.0’s are not revved and a lot make peak HP at 5500 rpm?!? I used to drag race 289’s and spin the piss out of them.....a short stroke doesn’t make torque so you spin it up for HP and gear down to compensate! What gives there....?
The heads are very limited as far as flow is concerned therefore lots of overlap is applied to their camshaft like a Super Stock grind. Compression meanwhile is not important because there are emission considerations to pass so there is that. When these issues as addressed then the engine responds and produces power like you found out.
@@benalamedaracing2765 Thanks Ben! Will a 5.0 short block handle high RPM like a 289 or is there a weak link in the system? I saw where someone stated something about there being a balancing issue with the engine that’s limits RPM’s.
Quadrajets make a good "roar" :)
Yes they do as well as the Mopar with Carter Thermoquads!
The saving grace for both of them are the tiny primaries and if not for these, they can all win the best engine roar! lol
Do not forget they also have an air valve on top of the secondaries and if not for that, that roar becomes a big bog down falling flat on its rpms!