BEN, I would like for you to have a podcast with drag boss garage.he is a Cleveland man.your knowledge would be a very good show.people ask questions and you can answer.
We are in constant communication and will team up with a Ford based radical speed trick that can easily be copied for more power! I am working on it now and he is just waiting on me.
@@mikes.1882ROUSH 200 heads, or Roush/Yates? Sorry, I have to clarify. I had a group discussion about the World Products ROUSH 200, and I don't want confused and send me 100 emails after watching this.
Hi Ben hope you're doing well, you knocked it out of the park with this video covering all the bases, excellent comparison with the factory heads, what I like most about you is you can back up what you say , proven performance to me is what speaks loudest alot of the other channels are alot of talk with nothing to back it up except their opinion, a flow sheet and a dyno which proves nothing to me , anyone who sees this video will be ahead of the game in my opinion, thanks for sharing with us 👍
Thank you Terry and appreciate the kind words. My late friend who kept bugging me for a long time who was good friends with one of the best out there in the world of high performance videos, wish he is still around today because he kept telling me I have a story that needs to be heard! Been racing so much with many teams and the experience is real in the real world of racing not dyno tuning or flow testing. Did all those and the real teacher is the track and doing it again this weekend. Wish I can share more but the need to gradually balance keeping the racing (secrets) edge should we say and sharing those that we can give out comfortably as not to upset my team's secrets! lol. Anyway thanks for your support Terry!
@benalamedaracing2765 Ben I understand the team secrets 100 percent you need every advantage you can get , I appreciate you taking the time to share on TH-cam it's been a pleasure and an honor getting to know you , both my son's adam and Christopher respect you so much , thanks again roy friend
I'd love to get Ben, David, and a few others together for a good ole competition with the same parts. These guys knowledge is unbelievable. All of this research is invaluable.
That would be fun indeed and the closest to these scenario is my competition with Joe Sherman vs. BAR @ Barona Dragstrip called Match Race Madness. Mr. Sherman was the 1st winner of the Engine Master Competition and well deserve respect to the man and his legendary Chevrolet Engines he as built for many years. He was the innovator for the 383 SBC combo he founded.
This has become one of my favorite channels. Great stuff, Ben. You can always tell the motors with the low compression by the sound when they rev. If it goes blaah blaah, and takes an eternity to come back to idle, it's low compression. lol If it snarls like a beast and tachs instantly and just as quickly, jumps back to idle, it's high compression. That is the scientific method. p.s. I run a 5000 rpm converter on the street, for me, that's perfectly normal for a street car. I think my idea of street car differs from most people's.
That was great warching this. Done a few projects since 99' when i ported a b16 head by hand, now i got at set of e7s i did on my 5.0...both runs really hard and reponsive, but i wish i couldve had this much info back when i first started. Ive always spent money and definitely time on my heads more than anything else. This video is very informative.
Been building ford and a few brand X engines for 50 years and I still learn every day.Myself I mostly used 428cj and Cleveland engines for their ability to make great street engines with minimal effort and aftermarket parts. I like using Ford parts when possible but with the Windsor head situation I will be using aftermarket units. Thanks for your videos as I will be considering this one when selecting the proper head. Great content!
Those compression numbers are for 302s and 305s. 64 CC on a flattop 350 is 10.25:1. Proof is the '67-'69 Camaro SS. 76cc on flattop 350 is 8.9:1, proof is '72-'80 L82 Corvette.
@@benalamedaracing2765 agree I dont know why so many guys today are afraid of running compression or even a solid cam. Night and day difference over less compression and the usual lumpy hyd cam. Early in your vid that 67? Stang leaves HARD!! Just disappears down the 1/8
I built a 302 roller motor with flat tops and flotek 185cc heads in 58cc that I hand ported. With a 650dp and weind intake it made 365hp. Great little motor.
What are your thoughts on heads for a street 347 stroker with hydraulic roller cam, air gap intake? I was sold a car that was supposed to have TW heads until I started doing some research. The engine builder during COVID in 22 pit speedmaster heads in this motor instead of the twisted wedge that’s supposed to be on the motor. Makes me sick to think how a person could rip someone off like that. But with that said I just want to move forward and find out what I need to make some really good power on the street. The motor was supposed to be about 450hp and who knows now. It runs good don’t get me wrong. But I want it to be what it was supposed to be.
If you have time open it up and check the cam that they used and I prefer the TW heads over anything out there for the streets because they make the most power!
Ben you ought to make a Ford power or? Book Vizard, smokey did...too bad Joe Sherman didnt. All the long time greats are disappearing with their knowledge. Priceless Bet it would sell real well,,,even other brands if you felt the urge
I've been a Chevy man for years but I really wouldn't mind building a badass Ford engine and you are the man I idle you and respect you you really know your stuff
@Ben Alameda Racing You should do a video about building a performance street or off road or towing engine for heavy vehicles like a lifted 4x4 truck with big tires or other heavy vehicles and the differences between building something like that versus a lightweight street CAR, and any tips/tricks that focus on getting huge low/mid rpm torque. I think that video would be a huge success. There's a TON of people out there wanting more USABLE performance for big heavy trucks.
Hi Ben...As a retired Ford race engine builder and shop owner I love watching your content on TH-cam. I look at the aftermarket aluminum windsor cylinder head choices thru a somewhat different window. My main concern would be that the head have comparable flow numbers to the LS3-LS7 offerings and be ready to accept most intakes commonly available. This would most likely require a head with raised intake port runners such as you created. Thus, I was a little surprised that you did not mention the Edelbrock 7721's. This head, in a ported configuration of course, gives the Ford Windsor Performance Enthusiast starting off with an equal footing in the air flow department. My job was always to give my customers the ability to help chevrolet racers get their car back up on the trailer. Kinda like you ?
Thanks for your comment and appreciate the feedback. I did not consider the 7721 because I was concentrating my video on "street heads" so I bypassed quiet a bit of exceptional cylinder heads. I worked on several 7721 on notably runs in the low 5 second zone in the 1/8 NA. It is an impressive cylinder head with an excellent combustion chambers for an inline cylinder head out there. This said, the one I favor very much is the one designed originally by McLaren and eventually became known as the Pro -King cylinder heads. It is one of the most aggressive in line heads which can give the (Glidden) Edelbrock Yates heads a run for the money. However, this are for all out 9k+ cylinder heads and very expensive! Unlike years ago we did not have much option like we have today which is very good!
Ben, what do you suggest with the FE head. The chambers are too big. The aluminum heads are really less than 72, and the iron are 74-76 cc., have used the early 390 406 that were 58 ccs but good luck finding them. I put 2.19/1.6 and still had 68 ccs. I used L2292 domes . The new Trick Flow heads are supposed to be good. I had 4.09 bores, and the 2.19/1.6 valves and had the iron heads tigged along the top to close them in . I opened the intake along the back to the plug. With the dome I got it to 12:1 with thin gaskets.
Great video as usual, I wonder if the huge exhaust ports on that middle head is letting too much exhaust back in during overlap and might do better with a wide LSA and possibly EFI?
Yuri, possibly you are correct because there is not much velocity in it to go downstream effectively instead turns around and backtracks back to the chambers. Wider LSA might help and this thing was just way too big and now we start to compromise and lose the high port advantage of the exhaust port!
Interesting but basically winning a dyno shoot does not equate to faster dragstrip or racetrack results! Two different worlds of mechanical discipline but of all great experiment on how it works from dyno to track!
Great video! I am running the Cleveland 4v heads on my 408 and love them. What are your thoughts? I have been hesitant to upgrade to aluminum heads. I figured the engine builder used the 4v heads for reason instead of Yates or such.
Patrick, the 4V C heads specially the closed chamber is still every impressive! 408 is indeed my choice also when I get my 70 4 speed going again and will probably use those exhaust tonque plates made out of stainless steel if it is even made today. ?
Ben, In my opinion the trend of lowering compression and the trend of adding superchargers were so close in proximity of a time frame it was almost a double whammy Then soon after came ethanol Because this was a little while before channels came out....we wound up where we are
Correct Danny and with the new high swirl/tumble factory and aftermarket heads it all got better with or without boosts! Thanks for supporting my channel.
Ben, your video production has gotten very good! And I love this cylinder head tech. This is information that is hard to find and not many take these things into account.
Love it, in the old days I ran 68 302 4V heads 53.5cc and put the 60s gt40 valves in them 1.88int and 1.625exh I think they were sodium filled, ported of course
Ben, I wish I'd been able to test valve sizes on the GT-40's i ported and ran on my 93 Cobra. At the time a 1.94 and 1.60 was said to be the big winner! As a student i went with the best I could(I thought) afford. Ford Racing 1.84(maybe 1.94) and 1.54 valve set. The year was 2001-2002....i don't think i used a larger exhaust valve till i had to install a 10-ppint and a chute. I liked the little exhaust valve. Still do.....MAN, i enjoy learning from you! Thank you very much for these videos! I don't think i used a head
At the time with my 67 at the opening segment of the video I had a 1.94 and 1.625 exhaust on the C9 castings. It seemed to be the right move even today because the low ports needs all the help it can get. High ports intake and exhaust would be a different scenario altogether.
I just bought a '69 Nova with a '69 427. Mild build with Chevy '840 Rec Port heads (107cc closed chamber) and it's making around 500hp and I feel it's in the area of 11:1cr. It's a really solid build but it's too heavy for my needs. How do I know if the heads I chose are going to be at least as good? I do not want to lose power, ideally I'd like to make a little more.
Love the TW head. Ran the original TW head with a 2.5 MSA on a 4.125/3.50 base 302 to get 374 ci, 11.1, short duration high lift solid roller, EFI R box. Ran a best of 10.32 @ 128 mph on pump gas, street tires, mufflers @ 3280lbs. No doubt the heads were they key ingredient. Was always interest in raising the intake port and filling the floor on the TW head since there is a lot of material in the roof
Raising the port on the TW gave me about 30cfm @ 28 which is a bunch of power! Imagine going from lets say a 200 to 220cc I think if I remember correctly give you under 10cfms. Therefor 20 or 30 is indeed a big jump without much penalty in the low to mid power and definitely peak hp will go up big time!
Hi Ben. I have a ski boat with a 351w. Stock engine is what’s in there. 240hp. I’d like to do a budget build to get as much out of this engine as possible. I’d like to chat with you about the goal for the performance and get your advice. What’s the best way to contact you and get your input on this build project?
It is made to order and final pricing is still in the works and have two aluminum materials to work with! A total of 4 plates are necessary to stack them up together and will probably option to make one plate to make it simpler. Problem with this is how much to raise them this is why I use 4 to make the necessary adjustments.
Gt40p heads don't require a special header to bolt up or down pipes.. you can use most shorty headers just not equal length shorties, just requires a couple 90* spark plug boots to clear the tubes. The p heads have a smaller combustion chamber as well. Headers are a pain but not a deal breaker. I. Running the same mac shorties that were on my e7s on my gt40p 4bars..
Really enjoy your videos and your great knowledge of Ford engines l have a 384 cubic inch winsor l have flat tops and a comp cam 600 590 lift 280 290 dur 110 lobe. Sep lm going to run it in the eighth mile 373 gear which head would you suggest and what compression could I run safely with 93 octane
Hello Ben, love your content on small block Fords. Here is a question for you about reinforcing the two bolt mains with an unusual style of girdle. If you were to replace the oil pan with a steel ring and cross supports at each main bearing location do you think it would be worthwhile? It would look similar to a Y block with cross bolt mains. Would it eliminate the vibration and twisting problem created by the current girdle designs? I'm just wondering if combining this with your block stiffener how fast you might be able to twist a 289?
Anything to tie together the bottom end is good and a worthwhile modification. However, this said it all becomes critical when #2 and #4 mains start to bounce due to the cranks propensity to twist to an "S" @ high rpms and power levels! Now the issue really comes down to how much meat is underneath this main caps for support and integrity. This is where the critical issue is at and when 2/4 is bouncing sometimes we end up "spreading" the vibrations to 1-3-5 mains! It is all good until we start bouncing the caps and now everything goes out of control and things start to crack or break!
Hello@@benalamedaracing2765 , yes exactly, something like this can tie into the journal cross brace that the caps bolt into. How can I email a picture?
I love using the gt40 and the gt40p heads. The gt40's are just harder to find . I can find p heads at the junkyard for $ 101 . I port them and get them decked .030 and they run great.
That's what I have as well. Decked and ported along with the ported explorer intake and a ported throttle body off a first gen lightning. Threw in a crower 15511 cam and 1.7 roller rockers and that little 302 screams.
What about the pistons Ben? I have 64 cc head, .047 head gasket. Is a dome piston ok? Any thoughts? I am at 11.7:1. Cast Iron E7 lots of work. Looking to go 11:30 NA.
i have the 450 hp 454 with the high flow heads at 10.5 to 1 compression it seem to be great for a street truck then i put a high rise with a 850 carb it really did good then i have the 02xx 400r turbo with 4 10 gears 12 bolt possi seems to be perfect for me for a street truck plus cast on cast is better for head gaskets it will last longer not going to race it just drive it
?? Love to email you with my biuld idea get ur opinion .. .Quick thought.. would a afr 185 be OK on a 351 / 420 40 over 4.1 or 427 40 over 4.17 with a set of twin gt3582 (66mm) turbos . This is a street / back rd runner . I gotva set of afr heads with the car wondering if they usable .. I figure 185 be great for low end response and the turbos would feed engine up high where heads would choke out ?.. ur thoughts The car is to live in 3-6k rpm range . The cam i had was a 244/254@50 112 lsa 550 lift .. Lifter broke and scratched the block so pulling the block 351 40 over and going to beef it up .. sitting in a 91 fox
Just subscribed, you sure know a lot about heads, I have a vintage set of ford 429 heads that were included in an auction lot and I can't seem to find any on Ebay to make a comparison, the issue is l am not sure they are boat anchors or good for someones old car, they have a D0VE-A stamped on them along with other numbers in different places, the valves have the ford stamp and the springs are attached, there pretty clean really, If there any good I thought about removing the springs and valves and sand blasting them (not sure that's a good idea but would remove the surface staining lite rust look. Any idea what type of vehicle these belonged to? from just looking on the web they seem to be 69-70 year heads? thanks
Those are early 70's castings and if you went with the SCJ intake and exhaust valves machined in them it can be a killer street engine! Did that combination years ago and the car ran mid 12's on pump gas and a small hydraulic cam from Isky!
@@benalamedaracing2765 you will have no quench! While an open chamber might increase flow? The dome you have to use will be a hot spot, further increasing the possibility of detonation!
😂😂😂😂😂😂😂.....right! I've had a handful of clients loving their 8.4:1 BBC! Swearing they were making absurd numbers, and my diagnosis of their gutless wonders was a joke. (Long sigh) A pending performance wager of $10k held in escrow and for a prideful dyno day. For 20 years I pondered on CR's being too low, but I never had the time or means to perform multiple tests and confirm my suspicions. Then the greatest day of my life happened....BEN ALAMEDA posted the information to TH-cam that ended my 20 year long internal conflict. Finally I have peace. 😂
Always wear a Lavalier mic. Many times it is very hard to understand you especially when the door is open. Love the content by the way. I used to watch you race when I lived in Alhambra, you were out at the Winter Nationals Great times
Thanks Michael for the suggestion about the videos. Hard due to the proximity of my location to the freeway about 200 yards from the shop. Anyway the latest videos quality and sound many have said improve a lot! Do you think it did?
Compression ratio depends on other variables, not just flat top or dish and chamber volume. Pistons at zero deck or down in the hole. Head gasket thicness. A 427 with a flat top and 64 cc chambers will have 11 compression ratio or higher. A 350 will have somewhere between 9:5 and 10:1, de pending.
I figured my description is set up with zero deck because if I have to list all the variables this video would be much longer. Therefore flat top with 64cc on a 427 4.125 x 4.00 would be about 12.3-12.4. A Ford stock 351W flat top, would be about 10.75 which is healthy for the streets with stock heads untouched chambers. I think this is correct it has been a while! lol
You confirmed my reasoning for using the closed chambered BBC heads on my stock 454 with flat tops and small dish in the middle. With a steel shim .015 gasket and .025 in the hole I calculate 9:1 compression ratio. I think with a .030 head skim I can pick up another 1/2 point of compression.
If you can change that to a zero deck there is more power to be gained and use perhaps a .032 thick gasket! This should seal better but I feel your combo is good with the head gasket you are using with .025 in the hole.
I run 702 closed chamber oval port heads on my 454 with flat tops, zero deck, 0.038” MLS head gaskets and calculate 9.7:1 CR. I did plunge cut the chamber wall to relieve the 2.19” intake valve which moved my 98 cc chambers up to 100 cc’s. With a Straub spec’ed Clay Smith HR cam 221/235 @0.050 on a 109 LSA it has way more torque than my ‘72 C10 can handle. It outruns all these new supercharged trucks which is fun.... RPM Air Gap, 3310 Holley, 40* total timing.....
@@trailerparkcryptoking5213, sounds like you got it rock and rolling big time! Did you try messing with the spring rate on the 3310? I usually have the earlier versions with the secondary metering block instead of the bolted plate version.
@@benalamedaracing2765 My 3310 came with the secondary plate, but I replaced it with a metering block and I could feel the difference. I have the carb dialed in perfect. It has always performed well, but a few years back I ran into Dan Davinci at a car show and arranged to have him work on it. He installed downleg boosters in the rear and modified some other circuits then flow tested it and ended up at 830 cfm. I got it back and it ran horrible with a massive off idle stumble. I stiffened the secondary spring and installed a smaller pump discharge nozzle and now it is perfect. Thanks for sharing your vast knowledge as I have learned a lot from you in your videos and always look forward to new ones!
Thanks for all your time and knowledge in these videos. I’m pretty new to the sbf stuff. I got cammed 4.6 2v gt. And a 5.0 ranger who th a stock gt40 p motor. I’m looking for heads on a roller fox body I just picked up. I got a 306 short block and built t5 for it.
Are there any SBF aluminum blocks that are easy to find/common/not expensive? Trying to build a road race type car that will also be on the street and I'm concerned with weight in general, but engine weight in particular, so not sure if I should go SBF, SBC, LS, Mod Motor, or something else. Also, generally speaking, what's the maximum safe stroke length for seeing 8000RPM on a sustained and consistent basis? 3.5"? 3.75"?
3.5 is better for big tracks with straightaways long enough to hit high engine rpms. 3.7 on shorter tracks but can be used if you watch your final axle ratios to not over extend your bottom end. I would prefer a 9.2 deck aluminum 351 for capability and good power!
@@benalamedaracing2765 Would you count roll racing or 1/2 mile and 1-mile drag racing towards short track or big track? What about drifting? And would turbocharging/procharging the engine change which stroke length is more suitable, or is it just a matter of increasing each one's proportional danger threshold?
At that cubic inch you are choking the engine even if you use big valves the total intake port volume is not enough. It will be responsive however and throttle response is almost instantenious but that is about all.
@@benalamedaracing2765ford 408windsor stock block - It has a 22cc full dish piston and piston top sticks out of the deck .002 4" stroke 4.030 bore 6.200 rod, felpro mls head gasket #1133sd4 (4.100 bore .043 compressed) AFR renegade 165 cylinder heads (I know there small but with the right cam they should be ok) victor jr intake manifold with holley super sniper stealth blow through with 7875 turbo@12 psi boost 3200 stall converter 373 gears. Also going to be ran on 93 octane pump gas. This will be replacing my 351w using these same heads with the current comp cams xe274hr.
@Ben Alameda Racing- I have 4,000Lb.(weight with driver), street driven vehicle. I plan on using a Built C4, or C6 Automatic trans., with a (4,000, to a Max of 4,500 Rpm stall speed, Nitrous Tq. converter), and i have 4.10 Gears, and will be using 275-60-15 Mt. Drag radials. I like to do hot rod cruises with the family, and take it to the drag strip, a few times a year, for those No Time, fun "Street car" arm drop races. I think i'm wanting to do the 351w block, stroked to a 433 cu. In., with (11:75 to 1- 12.5 to 1 comp.) trying to use 93 octane pump gas, a perf. Rpm air gap, (with porting done by you, or Big Dog's porting), with expected shift point's around, 6,300 to 6,500 Rpm, and Max engine Rpm of no more than 6,750 Rpm), Tfs 205 cc 11r- milled to (47 to 52cc), and ported by you, or Big Dog's porting. And i was thinking of a hyd. Roller cam with specs: (105° to 106°) Lobe Separation Angle, - (Lift) Int./Exh. = Both .620, - (Int.) dur. @ .050= (240° to 248°), (Exh.) dur. @ .050= (252° to 260°), installed (+2° to +4° advanced). I may use a (300 Hp progressive Nitrous system, if i buy a Dart, or Iron eagle block. If i do run the 300 Hp nitrous system, i would run a stand alone fuel system, with 112 octane racing gas. In your opinion, do you feel this is a bad, average, really good, or great combo/set up? Better yet, what things do you think would be better choices, given my vehicle weight= 4,000 Lbs., 93 octane pump gas, Max engine speed of 6,750 Rpm, automatic with 4k to 4500 Rpm stall speed, 4.10 gears, with 28 in. tall drag radials?
The vehicle is indeed heavy and if you have a 4.100 or 4.170 stroke the better the engine torque will become! My concern is the camshaft LS and I feel you should call Rod @ Iskenderian camshaft because he has done many for me and he might just refer you to a wider angle because of the pump gas requirement you stated. The engine speed is realistic because I see with these much stroke no need to turn it very high and actually sounds high rpms and in actuality lower than 7K! Iskenderian Cams is in Broadway Blvd in Gardena California.
@@benalamedaracing2765The weight is why i want a 433 cu. In. SBF stroker, with that 4.25 in. Stroke, and with (12 to 1 compression). Plus staying with a Fully Ported Perf. Rpm Air Gap(Dual plane), with a Hp 950 carb. Sitting on top of a 2 in. Super sucker carb spacer. Im looking for the most Avg. Tq., and Hp., from 3,500 to 6,500 Rpm.
It's my understanding that the 289 Hi-po heads are the same as regular production heads except for the threaded studs and the spring cups, both of which can be done to anything. So, ports and chambers are the same. Why single out the HP heads as rare and desirable, when the standard heads can make the same power?
How much lower? 8:1 or 9:1? Then make sure no one is there when even with boost, guys out there will take you out to the wood shed spanking you real bad. With today's chamber with the proper quench clearance 10:1 to 11:1 is not dangerous territory even for the streets specially with E85 or with a very good intercooler with a ducted fan for the streets.
Your not talking about the LS engine like a 6.0 has 9:5:1 317 head is 71-72cc with 2005+ is 10:1 with flat top lot of people put the 61cc 706 on them and get 11:1.
I should have noted this and a flat top with a 4.00 stroke with a 60cc or thereabouts heads will yield 12:3 to 12:4. Stroke does wonders and the same flat top on a 3 inch stroke will be a mid nine compression ratio...
Hello Ben, I don't get to see all of your content so it is very possible that you've answered this question before. Have you ever seen a flat plain crank used in a small block Ford Windsor?
I was thinking of these set up years ago but Isky informed me they can do it but it will be very expensive and the hedder set up would also be different from the usual arrangement.
Yes absolutely and why did Chevy followed Ford with the LS which many will say is the better SBC? Crank is hard to discern because all the throws are in the same place. SBC thrust bearing originally is on #5 now it is in the middle like the Fords. In fact when you order an LS race block the main bearings are Ford Clevelands. Port symmetrical on intake and exhaust just like the Ford and not mirror intake ports or siamese in the middle. Head bolts the same and so is the dowel pin location is exactly the same. The LS copied the Ford now the LS-LT even followed the intake and exhaust position from the original LS now it is just like the fords. Cross bolt main is a Ford block design so are the skirted bottom end. When you switch to a carb you end up with an LS copy of the Ford 2828 manifold and they provide you with an MSD Ford distributor for your LS needs to switch over. Crank bolts is the same 15/16. Head gaskets are the same and heads will interchange between SBC LS and Fords you can switch them over block to head or head to block. I like both engines and like almost anything they start to look and function the same because function precedes design and copying is the best signal if who or what is better! I like both because what I do with a Ford works exactly the same with the LS LT. More in common and these is good for us gearheads. Anyway I can tell you do not race or compete because I will never say one is better than the other!
@@ryangulley2051, I have a different opinion and consider both equal in the crank department. You know why? Traditional SBC crank thrust bearings are located on the #5 mains for many years! The LS as good as it is has it on the center like the SBF for many years. In fact the factory cranks from both engines side by side is hard to distinguish from each other until you look at the ring gear for the LS. In fact it is so close to each other the LS Dart racing block uses Cleveland main bearings because years ago they already saw the similarities. On heads the Yates is very good and is a matter of opinion and in fact the LS-LT new cylinder heads swap the intake to exhaust position and now is very similar to the SBF instead of the opposite swap from the early LS. I love building both because of the similarities and whatever works for one works for the other and I like that! Makes my job easier. One thing I wish they do is make the LS base blocks have a short skirt design so I can employ a kick out pan which is not possible with the present design as good as it is. It is dry sump friendly because of it.
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Awesome! Thank you for making vids for us Ford guys.
Thanks sir.
Imagine Ben and David Vizard getting together for a good cylinder head video.
Met him years ago and he has so much knowledge that is for sure!
BEN, I would like for you to have a podcast with drag boss garage.he is a Cleveland man.your knowledge would be a very good show.people ask questions and you can answer.
We are in constant communication and will team up with a Ford based radical speed trick that can easily be copied for more power! I am working on it now and he is just waiting on me.
yes Yes Yes.
Roush heads on a 4.125 boss block 4in stroke. E85 boosted?????? On my Christmas List.
Killer motor for Grenada Zepher or 5.o mustang
@@mikes.1882ROUSH 200 heads, or Roush/Yates? Sorry, I have to clarify. I had a group discussion about the World Products ROUSH 200, and I don't want confused and send me 100 emails after watching this.
@@benalamedaracing2765 I had been hoping you two would talk, that is just necessary.
@@mikes.1882 boosted on E85 should give you lots of power!
Hi Ben hope you're doing well, you knocked it out of the park with this video covering all the bases, excellent comparison with the factory heads, what I like most about you is you can back up what you say , proven performance to me is what speaks loudest alot of the other channels are alot of talk with nothing to back it up except their opinion, a flow sheet and a dyno which proves nothing to me , anyone who sees this video will be ahead of the game in my opinion, thanks for sharing with us 👍
Thank you Terry and appreciate the kind words. My late friend who kept bugging me for a long time who was good friends with one of the best out there in the world of high performance videos, wish he is still around today because he kept telling me I have a story that needs to be heard! Been racing so much with many teams and the experience is real in the real world of racing not dyno tuning or flow testing. Did all those and the real teacher is the track and doing it again this weekend. Wish I can share more but the need to gradually balance keeping the racing (secrets) edge should we say and sharing those that we can give out comfortably as not to upset my team's secrets! lol.
Anyway thanks for your support Terry!
@benalamedaracing2765 Ben I understand the team secrets 100 percent you need every advantage you can get , I appreciate you taking the time to share on TH-cam it's been a pleasure and an honor getting to know you , both my son's adam and Christopher respect you so much , thanks again roy friend
Hey everybody can I just ask who gives a rats ass what heads work best for street .. It's the street WHO FUCKING CARES ..
I'd love to get Ben, David, and a few others together for a good ole competition with the same parts. These guys knowledge is unbelievable. All of this research is invaluable.
That would be fun indeed and the closest to these scenario is my competition with Joe Sherman vs. BAR @ Barona Dragstrip called Match Race Madness. Mr. Sherman was the 1st winner of the Engine Master Competition and well deserve respect to the man and his legendary Chevrolet Engines he as built for many years. He was the innovator for the 383 SBC combo he founded.
This has become one of my favorite channels. Great stuff, Ben. You can always tell the motors with the low compression by the sound when they rev. If it goes blaah blaah, and takes an eternity to come back to idle, it's low compression. lol If it snarls like a beast and tachs instantly and just as quickly, jumps back to idle, it's high compression. That is the scientific method. p.s. I run a 5000 rpm converter on the street, for me, that's perfectly normal for a street car. I think my idea of street car differs from most people's.
I like your description of listening to the engine and agree with your observations!
Thanks for your support!
That was great warching this. Done a few projects since 99' when i ported a b16 head by hand, now i got at set of e7s i did on my 5.0...both runs really hard and reponsive, but i wish i couldve had this much info back when i first started. Ive always spent money and definitely time on my heads more than anything else. This video is very informative.
Thanks and the techniques never gets old and just take note of what I have done on other videos about cylinder heads.
Been building ford and a few brand X engines for 50 years and I still learn every day.Myself I mostly used 428cj and Cleveland engines for their ability to make great street engines with minimal effort and aftermarket parts. I like using Ford parts when possible but with the Windsor head situation I will be using aftermarket units. Thanks for your videos as I will be considering this one when selecting the proper head. Great content!
Those compression numbers are for 302s and 305s. 64 CC on a flattop 350 is 10.25:1. Proof is the '67-'69 Camaro SS. 76cc on flattop 350 is 8.9:1, proof is '72-'80 L82 Corvette.
You are correct sir!
Your statement about having at least 10.5 compression is bang on. good compression is more important than a good flowing head For making a car run..
On the streets it really matters to have decent compression otherwise a good flowing head doesn't do much good of effect.
@@benalamedaracing2765 agree I dont know why so many guys today are afraid of running compression or even a solid cam. Night and day difference over less compression and the usual lumpy hyd cam.
Early in your vid that 67? Stang leaves HARD!! Just disappears down the 1/8
I built a 302 roller motor with flat tops and flotek 185cc heads in 58cc that I hand ported. With a 650dp and weind intake it made 365hp. Great little motor.
Nice work!
What are your thoughts on heads for a street 347 stroker with hydraulic roller cam, air gap intake? I was sold a car that was supposed to have TW heads until I started doing some research. The engine builder during COVID in 22 pit speedmaster heads in this motor instead of the twisted wedge that’s supposed to be on the motor. Makes me sick to think how a person could rip someone off like that. But with that said I just want to move forward and find out what I need to make some really good power on the street. The motor was supposed to be about 450hp and who knows now. It runs good don’t get me wrong. But I want it to be what it was supposed to be.
If you have time open it up and check the cam that they used and I prefer the TW heads over anything out there for the streets because they make the most power!
Another killer episode Ben. I could watch SBF content ALL DAY.
-A happy Trick Flow head user
Thanks for supporting my channel.
Canted aftermarket Cleveland heads for the Winn inn or off the street Ben ! That’s with inn price point range and drivability
I will address these issues of canted vs inline soon.
Ben you ought to make a Ford power or? Book
Vizard, smokey did...too bad Joe Sherman didnt.
All the long time greats are disappearing with their knowledge. Priceless
Bet it would sell real well,,,even other brands if you felt the urge
Have worked with Isaac Martin and HP books on building the SBF. Others offering as well and today it is hard to coordinate mostly on my end.
I've been a Chevy man for years but I really wouldn't mind building a badass Ford engine and you are the man I idle you and respect you you really know your stuff
@Ben Alameda Racing You should do a video about building a performance street or off road or towing engine for heavy vehicles like a lifted 4x4 truck with big tires or other heavy vehicles and the differences between building something like that versus a lightweight street CAR, and any tips/tricks that focus on getting huge low/mid rpm torque. I think that video would be a huge success. There's a TON of people out there wanting more USABLE performance for big heavy trucks.
Ok Jeremi I will plan this as well and many like yourself has been asking me for a torque combination for heavy trucks which is also fun to build!
That's what I'm talking about, a good hr of nothing but super tech tips 👌
Thanks!
@@benalamedaracing2765 No thank you, you are helping us way more than we are helping you,
I built a early 70s 302, with 1970 351 w heads that i mildly ported. Used a .500 lift cam with 280 duration. That was a great street strip engine!
They run perfect for a 302 specially ported and milled!
The twisted wedge looks like it has excellent port pressure recovery.that head will make power.
Yes it does and seems to have less bends and more straight and does recover faster in that regard.
Hi Ben...As a retired Ford race engine builder and shop owner I love watching your content on TH-cam. I look at the aftermarket aluminum windsor cylinder head choices thru a somewhat different window. My main concern would be that the head have comparable flow numbers to the LS3-LS7 offerings and be ready to accept most intakes commonly available. This would most likely require a head with raised intake port runners such as you created. Thus, I was a little surprised that you did not mention the Edelbrock 7721's. This head, in a ported configuration of course, gives the Ford Windsor Performance Enthusiast starting off with an equal footing in the air flow department. My job was always to give my customers the ability to help chevrolet racers get their car back up on the trailer. Kinda like you ?
Thanks for your comment and appreciate the feedback. I did not consider the 7721 because I was concentrating my video on "street heads" so I bypassed quiet a bit of exceptional cylinder heads. I worked on several 7721 on notably runs in the low 5 second zone in the 1/8 NA. It is an impressive cylinder head with an excellent combustion chambers for an inline cylinder head out there. This said, the one I favor very much is the one designed originally by McLaren and eventually became known as the Pro -King cylinder heads. It is one of the most aggressive in line heads which can give the (Glidden) Edelbrock Yates heads a run for the money. However, this are for all out 9k+ cylinder heads and very expensive! Unlike years ago we did not have much option like we have today which is very good!
Ben, what do you suggest with the FE head. The chambers are too big. The aluminum heads are really less than 72, and the iron are 74-76 cc., have used the early 390 406 that were 58 ccs but good luck finding them. I put 2.19/1.6 and still had 68 ccs. I used L2292 domes . The new Trick Flow heads are supposed to be good. I had 4.09 bores, and the 2.19/1.6 valves and had the iron heads tigged along the top to close them in . I opened the intake along the back to the plug. With the dome I got it to 12:1 with thin gaskets.
Great content, Ben! Its always nice to peak inside of the mind of a great Engine Builder like you.
Great video as usual, I wonder if the huge exhaust ports on that middle head is letting too much exhaust back in during overlap and might do better with a wide LSA and possibly EFI?
Yuri, possibly you are correct because there is not much velocity in it to go downstream effectively instead turns around and backtracks back to the chambers. Wider LSA might help and this thing was just way too big and now we start to compromise and lose the high port advantage of the exhaust port!
Next to Vizard. Ben is one of my favorites. Im lesrning a lot from him everyday.
Interesting but basically winning a dyno shoot does not equate to faster dragstrip or racetrack results! Two different worlds of mechanical discipline but of all great experiment on how it works from dyno to track!
Great video! I am running the Cleveland 4v heads on my 408 and love them. What are your thoughts? I have been hesitant to upgrade to aluminum heads. I figured the engine builder used the 4v heads for reason instead of Yates or such.
Patrick, the 4V C heads specially the closed chamber is still every impressive! 408 is indeed my choice also when I get my 70 4 speed going again and will probably use those exhaust tonque plates made out of stainless steel if it is even made today. ?
Absolutely love this video!!! Thank you sir for your advice
Ben,
In my opinion the trend of lowering compression and the trend of adding superchargers were so close in proximity of a time frame it was almost a double whammy
Then soon after came ethanol
Because this was a little while before channels came out....we wound up where we are
Correct Danny and with the new high swirl/tumble factory and aftermarket heads it all got better with or without boosts! Thanks for supporting my channel.
Ben, your video production has gotten very good! And I love this cylinder head tech. This is information that is hard to find and not many take these things into account.
Thanks Robert!
Love it, in the old days I ran 68 302 4V heads 53.5cc and put the 60s gt40 valves in them 1.88int and 1.625exh I think they were sodium filled, ported of course
Ran a similar engine years ago and they are responsive on the streets!
Ben, I wish I'd been able to test valve sizes on the GT-40's i ported and ran on my 93 Cobra.
At the time a 1.94 and 1.60 was said to be the big winner! As a student i went with the best I could(I thought) afford. Ford Racing 1.84(maybe 1.94) and 1.54 valve set. The year was 2001-2002....i don't think i used a larger exhaust valve till i had to install a 10-ppint and a chute. I liked the little exhaust valve. Still do.....MAN, i enjoy learning from you!
Thank you very much for these videos!
I don't think i used a head
At the time with my 67 at the opening segment of the video I had a 1.94 and 1.625 exhaust on the C9 castings. It seemed to be the right move even today because the low ports needs all the help it can get. High ports intake and exhaust would be a different scenario altogether.
13 parsecs there and back....gobs and gobs! Superior!
Grate video have you ever looked at some flotek heads I have the 180cc runners with 58cc Chambers
I did years ago and do not quite remember if it work good or not because the owner never complained! So maybe no news is good news! ?
I just bought a '69 Nova with a '69 427. Mild build with Chevy '840 Rec Port heads (107cc closed chamber) and it's making around 500hp and I feel it's in the area of 11:1cr. It's a really solid build but it's too heavy for my needs. How do I know if the heads I chose are going to be at least as good? I do not want to lose power, ideally I'd like to make a little more.
Mike, aftermarket heads would do wonders or if your factory heads are ported by somebody good then it will show more power big time!
Get a stellar set of alum ovals difference will be night and day. More everywhere
Hi Ben! What heads do you recommend for the 428 FE? 4.125bore aD4TE block a 454. The aftermarket is kind of dodgy. But I want to build one more.
The Edelbrocks are good for high performance use and I am debating doing the FE videos because I have been very disappointed at the aluminum castings.
Love the TW head. Ran the original TW head with a 2.5 MSA on a 4.125/3.50 base 302 to get 374 ci, 11.1, short duration high lift solid roller, EFI R box. Ran a best of 10.32 @ 128 mph on pump gas, street tires, mufflers @ 3280lbs. No doubt the heads were they key ingredient. Was always interest in raising the intake port and filling the floor on the TW head since there is a lot of material in the roof
Raising the port on the TW gave me about 30cfm @ 28 which is a bunch of power! Imagine going from lets say a 200 to 220cc I think if I remember correctly give you under 10cfms. Therefor 20 or 30 is indeed a big jump without much penalty in the low to mid power and definitely peak hp will go up big time!
Looking forward to learning about the V-groovs, pros and cons.
Yes sir will be doing this soon.
Hi Ben.
I have a ski boat with a 351w. Stock engine is what’s in there. 240hp. I’d like to do a budget build to get as much out of this engine as possible. I’d like to chat with you about the goal for the performance and get your advice. What’s the best way to contact you and get your input on this build project?
I have a tech # posted on all my videos except the shorts.
I always learn lots from you . thankyou.Ben
Thanks Michael
I am running P heads and using 70's ford truck flowtech long tube headers.. They have fit every combo I've ran in the truck.
That should work well.
Great info, Had R heads waay back. I now have R11 heads, do you sell those port plates?
It is made to order and final pricing is still in the works and have two aluminum materials to work with! A total of 4 plates are necessary to stack them up together and will probably option to make one plate to make it simpler. Problem with this is how much to raise them this is why I use 4 to make the necessary adjustments.
Gt40p heads don't require a special header to bolt up or down pipes.. you can use most shorty headers just not equal length shorties, just requires a couple 90* spark plug boots to clear the tubes. The p heads have a smaller combustion chamber as well. Headers are a pain but not a deal breaker. I. Running the same mac shorties that were on my e7s on my gt40p 4bars..
Thanks for the advice Matt and for tuning in.
@@benalamedaracing2765 thank you for all of the advice. I've learned alot watching your channel as well as David vizards.
Yes do a podcast with drag boss that would get some likes.
Yes sir and we just exchanged info today and looking forward!
Great presentation. Lots of good info . Thanks
Really enjoy your videos and your great knowledge of Ford engines l have a 384 cubic inch winsor l have flat tops and a comp cam 600 590 lift 280 290 dur 110 lobe. Sep lm going to run it in the eighth mile 373 gear which head would you suggest and what compression could I run safely with 93 octane
Is that a solid roller or hydraulic flat tappet? It plays into the equation.
Hello Ben, love your content on small block Fords. Here is a question for you about reinforcing the two bolt mains with an unusual style of girdle. If you were to replace the oil pan with a steel ring and cross supports at each main bearing location do you think it would be worthwhile? It would look similar to a Y block with cross bolt mains. Would it eliminate the vibration and twisting problem created by the current girdle designs? I'm just wondering if combining this with your block stiffener how fast you might be able to twist a 289?
Anything to tie together the bottom end is good and a worthwhile modification. However, this said it all becomes critical when #2 and #4 mains start to bounce due to the cranks propensity to twist to an "S" @ high rpms and power levels! Now the issue really comes down to how much meat is underneath this main caps for support and integrity. This is where the critical issue is at and when 2/4 is bouncing sometimes we end up "spreading" the vibrations to 1-3-5 mains! It is all good until we start bouncing the caps and now everything goes out of control and things start to crack or break!
Hello@@benalamedaracing2765 , yes exactly, something like this can tie into the journal cross brace that the caps bolt into. How can I email a picture?
@@mkoronowski my email is benalameda@yahoo.com and send it there. Let me know when you do because I get so many questions...
I love using the gt40 and the gt40p heads. The gt40's are just harder to find . I can find p heads at the junkyard for $ 101 . I port them and get them decked .030 and they run great.
I should have stated that the "P" heads will always outpower any E7 castings and you reminded me what I should have stated on this video.
That's what I have as well. Decked and ported along with the ported explorer intake and a ported throttle body off a first gen lightning. Threw in a crower 15511 cam and 1.7 roller rockers and that little 302 screams.
Lower compression if you are going forced air induction
How much lower?
9.5
What about the pistons Ben? I have 64 cc head, .047 head gasket. Is a dome piston ok? Any thoughts? I am at 11.7:1. Cast Iron E7 lots of work. Looking to go 11:30 NA.
Looks good but if you can keep the head gaskets around .040 or slightly less it will be better. Sound like a hard charging engine you got there!
i have the 450 hp 454 with the high flow heads at 10.5 to 1 compression it seem to be great for a street truck then i put a high rise with a 850 carb it really did good then i have the 02xx 400r turbo with 4 10 gears 12 bolt possi seems to be perfect for me for a street truck plus cast on cast is better for head gaskets it will last longer not going to race it just drive it
One thing with a cast iron 454 you will rarely have any issue with head gasket sealing! That truck should smoke a lot of cars on the streets.
@@benalamedaracing2765 i would not say that but it looks cool in it big ass engine i would say it is about 600hp right now that is what it feels like
Man I use a set of old turbo heads on my 377. 12to1 comp, 698 lift , 1050 dominator it rips for a old engine!
I used those years ago and was also very impressive.
I have a set of turbo heads for sale …they came off a 377 .. 11 plus to 1 compression .. on a 37. Chev street car ran low 11’s
?? Love to email you with my biuld idea get ur opinion ..
.Quick thought.. would a afr 185 be OK on a 351 / 420 40 over 4.1 or 427 40 over 4.17 with a set of twin gt3582 (66mm) turbos . This is a street / back rd runner .
I gotva set of afr heads with the car wondering if they usable .. I figure 185 be great for low end response and the turbos would feed engine up high where heads would choke out ?.. ur thoughts
The car is to live in 3-6k rpm range . The cam i had was a 244/254@50 112 lsa 550 lift ..
Lifter broke and scratched the block so pulling the block 351 40 over and going to beef it up .. sitting in a 91 fox
If you are running a turbo you better run the big heads like a minimum 220's! Specially if it is a stroker.
Just subscribed, you sure know a lot about heads, I have a vintage set of ford 429 heads that were included in an auction lot and I can't seem to find any on Ebay to make a comparison, the issue is l am not sure they are boat anchors or good for someones old car, they have a D0VE-A stamped on them along with other numbers in different places, the valves have the ford stamp and the springs are attached, there pretty clean really, If there any good I thought about removing the springs and valves and sand blasting them (not sure that's a good idea but would remove the surface staining lite rust look. Any idea what type of vehicle these belonged to? from just looking on the web they seem to be 69-70 year heads? thanks
Those are early 70's castings and if you went with the SCJ intake and exhaust valves machined in them it can be a killer street engine! Did that combination years ago and the car ran mid 12's on pump gas and a small hydraulic cam from Isky!
I have ross pistons was dome milled to flat top got compression 12.5.1 BFF dove C heads
I've seen people put the open chamber head on a flattop 454 and wonder why they are gutless.
No quinch area!😂😂😂
At the minimum open chamber heads require a pretty good dome to create some kind of 11 to 1 compression which will do wonders big time!
@@benalamedaracing2765 absolutely. I used to do the closed chamber 396 head on the 454 with a flat top piston and that worked well on the street.
@@benalamedaracing2765 you will have no quench! While an open chamber might increase flow? The dome you have to use will be a hot spot, further increasing the possibility of detonation!
😂😂😂😂😂😂😂.....right! I've had a handful of clients loving their 8.4:1 BBC! Swearing they were making absurd numbers, and my diagnosis of their gutless wonders was a joke. (Long sigh)
A pending performance wager of $10k held in escrow and for a prideful dyno day.
For 20 years I pondered on CR's being too low, but I never had the time or means to perform multiple tests and confirm my suspicions.
Then the greatest day of my life happened....BEN ALAMEDA posted the information to TH-cam that ended my 20 year long internal conflict. Finally I have peace. 😂
Always wear a Lavalier mic. Many times it is very hard to understand you especially when the door is open. Love the content by the way. I used to watch you race when I lived in Alhambra, you were out at the Winter Nationals Great times
Thanks Michael for the suggestion about the videos. Hard due to the proximity of my location to the freeway about 200 yards from the shop. Anyway the latest videos quality and sound many have said improve a lot! Do you think it did?
Thank you for your knowledge and video's USA 🇺🇸
Thanks for watching!
Compression ratio depends on other variables, not just flat top or dish and chamber volume. Pistons at zero deck or down in the hole. Head gasket thicness. A 427 with a flat top and 64 cc chambers will have 11 compression ratio or higher. A 350 will have somewhere between 9:5 and 10:1, de pending.
I figured my description is set up with zero deck because if I have to list all the variables this video would be much longer. Therefore flat top with 64cc on a 427 4.125 x 4.00 would be about 12.3-12.4. A Ford stock 351W flat top, would be about 10.75 which is healthy for the streets with stock heads untouched chambers. I think this is correct it has been a while! lol
Better to have 9:1 with AFR 180 than to have 10:1 with old production iron heads.
The iron heads like GT40 will launch harder but the AFR will out horsepower it on the top end.
You confirmed my reasoning for using the closed chambered BBC heads on my stock 454 with flat tops and small dish in the middle. With a steel shim .015 gasket and .025 in the hole I calculate 9:1 compression ratio. I think with a .030 head skim I can pick up another 1/2 point of compression.
If you can change that to a zero deck there is more power to be gained and use perhaps a .032 thick gasket! This should seal better but I feel your combo is good with the head gasket you are using with .025 in the hole.
Then I would only have .015 deck clearance.@@benalamedaracing2765
I run 702 closed chamber oval port heads on my 454 with flat tops, zero deck, 0.038” MLS head gaskets and calculate 9.7:1 CR. I did plunge cut the chamber wall to relieve the 2.19” intake valve which moved my 98 cc chambers up to 100 cc’s. With a Straub spec’ed Clay Smith HR cam 221/235 @0.050 on a 109 LSA it has way more torque than my ‘72 C10 can handle. It outruns all these new supercharged trucks which is fun.... RPM Air Gap, 3310 Holley, 40* total timing.....
@@trailerparkcryptoking5213, sounds like you got it rock and rolling big time! Did you try messing with the spring rate on the 3310? I usually have the earlier versions with the secondary metering block instead of the bolted plate version.
@@benalamedaracing2765 My 3310 came with the secondary plate, but I replaced it with a metering block and I could feel the difference. I have the carb dialed in perfect. It has always performed well, but a few years back I ran into Dan Davinci at a car show and arranged to have him work on it. He installed downleg boosters in the rear and modified some other circuits then flow tested it and ended up at 830 cfm. I got it back and it ran horrible with a massive off idle stumble. I stiffened the secondary spring and installed a smaller pump discharge nozzle and now it is perfect. Thanks for sharing your vast knowledge as I have learned a lot from you in your videos and always look forward to new ones!
Thanks for all your time and knowledge in these videos. I’m pretty new to the sbf stuff. I got cammed 4.6 2v gt. And a 5.0 ranger who th a stock gt40 p motor. I’m looking for heads on a roller fox body I just picked up. I got a 306 short block and built t5 for it.
I will touch on the 4.6 heads I am planning to do.
@@benalamedaracing2765 awesome, thanks again for making these videos.
Are there any SBF aluminum blocks that are easy to find/common/not expensive? Trying to build a road race type car that will also be on the street and I'm concerned with weight in general, but engine weight in particular, so not sure if I should go SBF, SBC, LS, Mod Motor, or something else. Also, generally speaking, what's the maximum safe stroke length for seeing 8000RPM on a sustained and consistent basis? 3.5"? 3.75"?
3.5 is better for big tracks with straightaways long enough to hit high engine rpms. 3.7 on shorter tracks but can be used if you watch your final axle ratios to not over extend your bottom end. I would prefer a 9.2 deck aluminum 351 for capability and good power!
@@benalamedaracing2765 Would you count roll racing or 1/2 mile and 1-mile drag racing towards short track or big track? What about drifting? And would turbocharging/procharging the engine change which stroke length is more suitable, or is it just a matter of increasing each one's proportional danger threshold?
What’s your opinion on the RHS/Pro Topline 200cc cast heads for SBF
Looks impressive but I have not used one in hard competition!
A worked gt40 head gets you near an otb aluminum dart,afr or Tfs gets ya.
Yes done it with GT40 that is done real good and can surprise the high dollar heads out there!
Have 359w gt40 3 bar carbed flat top pistons in fox body should be ready spring time.
That should run!
my 347 had zero deck with flat tops, felpro 38thou head gasket, afr185cc comps, decked 16thou, to 54cc, i think it was 10.9-1 compression
That should be a very responsive engine!
I’m watching this and I’m a Chevy guy
Thanks and all tips applies just as well if you have a Chevy.
Hey Ben, I’m in San Fernando Valley, cam you recommend a chassis Dyno so I can get my bronco Dyno tuned?
Id call Westech and ask them. Only decent guy we used to have was Jennings dyno but he shut down yrs ago.
@@gordocarbo ok will do
I got a 351w bored 60 over with 12/5 pop-up pistons block decked to 0 58 cc heads and it's a toque monster 😅
Live forever if the rev the chip stops it!
That should be an awesome street dominator!
@@benalamedaracing2765 it's a lot of fun on the street it's in a 1980 fox body notch back
That's great, where do you buy gas for it!!
@@markmccarty9793 I run 93 pump gas with the timing pulled out and and Sunoco 112 when I want to fill the max power
How can I go about getting a Ben Alameda Racing Sticker?
I will start making them and will come out soon!
Great video Thank You.
Glad you enjoyed it.
I have a 398w with gt 40 heads cast iron heads seems to make good power
At that cubic inch you are choking the engine even if you use big valves the total intake port volume is not enough. It will be responsive however and throttle response is almost instantenious but that is about all.
Do you spec small block ford cams, or know who I might contact. Thanks buddy.
Yes do it all the time. Thanks for watching and give me some info here.
@@benalamedaracing2765ford 408windsor stock block - It has a 22cc full dish piston and piston top sticks out of the deck .002 4" stroke 4.030 bore 6.200 rod, felpro mls head gasket #1133sd4 (4.100 bore .043 compressed) AFR renegade 165 cylinder heads (I know there small but with the right cam they should be ok) victor jr intake manifold with holley super sniper stealth blow through with 7875 turbo@12 psi boost 3200 stall converter 373 gears. Also going to be ran on 93 octane pump gas. This will be replacing my 351w using these same heads with the current comp cams xe274hr.
I have a 306 with a s/c, 7lbs boost, Edlbrk heads. Debating between AFR 185 or 11R 170,
what is your opinion, recomendetions ...
I like the 11R for the streets with small engines or stock stroke blocks.
Both great heads but putting 7lbs of boost through intake tract I would go AFR 185 route
@Ben Alameda Racing- I have 4,000Lb.(weight with driver), street driven vehicle. I plan on using a Built C4, or C6 Automatic trans., with a (4,000, to a Max of 4,500 Rpm stall speed, Nitrous Tq. converter), and i have 4.10 Gears, and will be using 275-60-15 Mt. Drag radials. I like to do hot rod cruises with the family, and take it to the drag strip, a few times a year, for those No Time, fun "Street car" arm drop races. I think i'm wanting to do the 351w block, stroked to a 433 cu. In., with (11:75 to 1- 12.5 to 1 comp.) trying to use 93 octane pump gas, a perf. Rpm air gap, (with porting done by you, or Big Dog's porting), with expected shift point's around, 6,300 to 6,500 Rpm, and Max engine Rpm of no more than 6,750 Rpm), Tfs 205 cc 11r- milled to (47 to 52cc), and ported by you, or Big Dog's porting. And i was thinking of a hyd. Roller cam with specs: (105° to 106°) Lobe Separation Angle, - (Lift) Int./Exh. = Both .620, - (Int.) dur. @ .050= (240° to 248°), (Exh.) dur. @ .050= (252° to 260°), installed (+2° to +4° advanced). I may use a (300 Hp progressive Nitrous system, if i buy a Dart, or Iron eagle block. If i do run the 300 Hp nitrous system, i would run a stand alone fuel system, with 112 octane racing gas. In your opinion, do you feel this is a bad, average, really good, or great combo/set up? Better yet, what things do you think would be better choices, given my vehicle weight= 4,000 Lbs., 93 octane pump gas, Max engine speed of 6,750 Rpm, automatic with 4k to 4500 Rpm stall speed, 4.10 gears, with 28 in. tall drag radials?
The vehicle is indeed heavy and if you have a 4.100 or 4.170 stroke the better the engine torque will become! My concern is the camshaft LS and I feel you should call Rod @ Iskenderian camshaft because he has done many for me and he might just refer you to a wider angle because of the pump gas requirement you stated. The engine speed is realistic because I see with these much stroke no need to turn it very high and actually sounds high rpms and in actuality lower than 7K!
Iskenderian Cams is in Broadway Blvd in Gardena California.
@@benalamedaracing2765The weight is why i want a 433 cu. In. SBF stroker, with that 4.25 in. Stroke, and with (12 to 1 compression). Plus staying with a Fully Ported Perf. Rpm Air Gap(Dual plane), with a Hp 950 carb. Sitting on top of a 2 in. Super sucker carb spacer. Im looking for the most Avg. Tq., and Hp., from 3,500 to 6,500 Rpm.
It's my understanding that the 289 Hi-po heads are the same as regular production heads except for the threaded studs and the spring cups, both of which can be done to anything. So, ports and chambers are the same. Why single out the HP heads as rare and desirable, when the standard heads can make the same power?
🤦♂️
Gee, so sorry you didn't like my question. Boo hoo. @@arturozarate1752
@@413x398 I gave it no thumb down or up. I'm patiently waiting for the reply.
@@413x398 there's a video comparing and explaining.
A facepalm emoji means YOU think it was a stupid question. Next time use English. @@arturozarate1752
Don’t forget cylinder head gasket thickness?????
Always...
And I agree solid lift cam messing with the hydraulic cam it's no good for high RPM and high left
Sir,
Wondering if you have and recommendations for 5.4 3v heads (ford)
I was very impressed with the 3V's and in fact has advantages over a 4V! I will consider this as well on a video format detailing the advantages.
Yeah, but you’re leaving now if that car is going to be turbo to or on nitrous turbo application, you want lower compression
How much lower? 8:1 or 9:1? Then make sure no one is there when even with boost, guys out there will take you out to the wood shed spanking you real bad.
With today's chamber with the proper quench clearance 10:1 to 11:1 is not dangerous territory even for the streets specially with E85 or with a very good intercooler with a ducted fan for the streets.
What aboutbthe old iron highport heads
I used them and they are very impressive but very heavy!
What , do you think about. 7.3 godzilla engine ?
I like it except the very long valvesprings which is an oddity for an engine with performance in mind.
Your not talking about the LS engine like a 6.0 has 9:5:1 317 head is 71-72cc with 2005+ is 10:1 with flat top lot of people put the 61cc 706 on them and get 11:1.
I should have noted this and a flat top with a 4.00 stroke with a 60cc or thereabouts heads will yield 12:3 to 12:4. Stroke does wonders and the same flat top on a 3 inch stroke will be a mid nine compression ratio...
How about a vortex head, chevy
They work very well John!
@@benalamedaracing2765 thank you brother 🙏
What head for a sbe 94 roller 351w turbo setup. Limited by valve size?
Yes the valve size might be a factor on whatever piston you have and an aftermarket pistons will help you decide on what head to run.
Hello Ben, I don't get to see all of your content so it is very possible that you've answered this question before. Have you ever seen a flat plain crank used in a small block Ford Windsor?
I was thinking of these set up years ago but Isky informed me they can do it but it will be very expensive and the hedder set up would also be different from the usual arrangement.
Thank you!
You're welcome Aaron!
That all changes with power adders'!!
It sure does!
Great info.
Thanks Chopper!
Very nice ben
Thanks Kenny!
What about GT40 heads with a 3 angle valve job
I use 1.94 intakes and 1.60 xhaust and it will be decent up to 360cid.
What about Cleveland heads 2v or 4v on 408w
I love the Aussie Clevelands and seems to pull harder thru the gears big time compared to the US versions 2 or 4 barrel heads.
I have the three bar 98
That is the best but I feel it maxes out @ 360 cid after that you need more port volume if you are racing or doing some high performance use!
I have a set of 289 heads that r 52 cc
Will make good compression specially with oversize valves intake and exhaust!
Afr or trickflow have to spend money on good heads. 300hp wheel is still not enough you need 400 wheel or a Honda will beat you lol
For sure and I will be doing a video on a 1250rwhp 2JZ street Supra I did years back. This one should be an eye opener.
I own a 70 comet with a 306 hogged out 289 heads. 60 ft ill hurt your feelings in this 2600 pound car.
I remember on guy years ago with a falcon 289 running super fast at the street races and he was really impressive!
🥱 😴 💤
Are you awake yet? lol
yuck!!!!! wrong engine.
I forgot to mention I like the twist wedge version for a chevy and the concept is the same.
Always thought twisted heads run harder ❤
That is exactly the same impression I got from doing many of them with all different cylinder heads.
Ford suks, why arent yu runnjn chevys They output fords all day long
Yes absolutely and why did Chevy followed Ford with the LS which many will say is the better SBC? Crank is hard to discern because all the throws are in the same place. SBC thrust bearing originally is on #5 now it is in the middle like the Fords. In fact when you order an LS race block the main bearings are Ford Clevelands. Port symmetrical on intake and exhaust just like the Ford and not mirror intake ports or siamese in the middle. Head bolts the same and so is the dowel pin location is exactly the same. The LS copied the Ford now the LS-LT even followed the intake and exhaust position from the original LS now it is just like the fords. Cross bolt main is a Ford block design so are the skirted bottom end. When you switch to a carb you end up with an LS copy of the Ford 2828 manifold and they provide you with an MSD Ford distributor for your LS needs to switch over. Crank bolts is the same 15/16. Head gaskets are the same and heads will interchange between SBC LS and Fords you can switch them over block to head or head to block. I like both engines and like almost anything they start to look and function the same because function precedes design and copying is the best signal if who or what is better! I like both because what I do with a Ford works exactly the same with the LS LT. More in common and these is good for us gearheads. Anyway I can tell you do not race or compete because I will never say one is better than the other!
@@benalamedaracing2765the ls mains and heads are so fsr superior to the sbf we cant even compare the two
@@ryangulley2051, I have a different opinion and consider both equal in the crank department. You know why? Traditional SBC crank thrust bearings are located on the #5 mains for many years! The LS as good as it is has it on the center like the SBF for many years. In fact the factory cranks from both engines side by side is hard to distinguish from each other until you look at the ring gear for the LS. In fact it is so close to each other the LS Dart racing block uses Cleveland main bearings because years ago they already saw the similarities. On heads the Yates is very good and is a matter of opinion and in fact the LS-LT new cylinder heads swap the intake to exhaust position and now is very similar to the SBF instead of the opposite swap from the early LS. I love building both because of the similarities and whatever works for one works for the other and I like that! Makes my job easier. One thing I wish they do is make the LS base blocks have a short skirt design so I can employ a kick out pan which is not possible with the present design as good as it is. It is dry sump friendly because of it.
Warning, it starts to get pretty graphic at the 40 min mark. Be warned!!!
Thanks Killer!