This has already been done by David Vizard, Lykins Motorsport, etc.. proper machining of the stock blocks is critical but absolutely achievable and enables these blocks to live at 1,000+ horsepower for as long as you want, even using the factory firing order. Of course you pointed out a very important common sense point and that’s common sense Operations by the driver.
Ive watched heads of dv videos and not seen any of his touch on this. So jog on and make your own videos instead of making stupid comments on people's channels who are ACTUALLY helping others. Ya blowfly
Don't know how I missed this, but thanks! Like how you explained why the girdles don't work, the stress distribution makes sense. Knew about the intake torque issue, when would you mill the intake to make up for block/ head milling? So, the best recipe for an 8.2 deck stock block effort would be; early block, water pump fill with hard blok, main studs, forged internal balance crank, motor plates, good rods and pistons. Toss away the girdle idea, and have fun! Oh, and a decent oil pan and scraper, too.
Thanks Ben! Another straight forward no nonsense video on the stock block. I have been a Ford fan since the 70's and I have been reading books, and then blogs and now videos and haven't com across a better review of this subject.
Thankyou mr alameda for sharing your experience.as i live in Australia and I love me 6 cylinder ford over here especially ford intec 244 ci 4litre 6.Can't wait for next vid your very knowledgeable and experienced builder thankyou. Peace
Brilliant information, and all in one video! I particularly like the debunking of the valley girdle they've been selling recently. Your intake pan makes so much more sense! I've been around Fords for a long time and this is the first time I have seen the intake valley setup. I subscribed!
Cool, thanks for your support! I you anchored the valley plate that would do a real good job as well as stud mounting the manifold and if it is snugged fit the better to hold both sides with the help of the valley plate.
Just recently discovered your channel; thanks for the no-nonsense approach and sharing your knowledge without all the silliness or egos that are so prevalent on other channels! I have to say, I've never seen an early Windsor split though, they seemed to be good for over 1000hp.
You can do it successfully with block cement on the bottom half of the freeze plugs and that should have enough added strength there to shore up the bottom end of the block. I would not do it with basically a street car because there really is no need for it. But if it is a weekend warrior why not and it would not affect the cooling big time.
A while back I suggested stiffening with a main cap girdle also attached to the oil pan lip of the block. I found an example. Similar to a Hayabusa V8, adapted to the mains bearing caps as well as the oil pan deck. The Cleveland may be more adaptable than the Windsor. Have you ever seen anything like this? Did it work?
Ben hello, really enjoy your videos; especially the SBF content. I'm building a 306 for a road race/track day car, not going in a Ford chassis. Cam and heads are spec'd to run to 7300-7500 RPM, all forged and internally balanced rotating assembly. I did decide to use a main cap girdle as DV recommended its usage. Would you recommend doing the partial block filling in my situation? And would be great to see how you attach the lifter valley pan. Thanks
Partial block filling would definitely help more than if you did not help support that bottom part of the block so it is worth the effort! I will try to do a video of the valley pan installation soon and I used high grade allen studs with hardened washers and nuts! I need it to really grab the ends and give a lot of support there where it is needed. Total of 6, 3 in front and 3 out back.
Hardened Studs from the hardware store are good for 1000 hp (not all thread material ) ! I said many years ago blocks crack from twisted as do other blocks from not enough bearing seizures clearance loss of oil.
@@benalamedaracing2765 you are talking about intake manifold mounting and main caps angles cap walk. Harden studs from hardware store are more capable than any grade 8 bolt because of load values. Stud do not twist if installed properly Studs have 2 points of load values bolts have 3 points head of bolt under cap twist from torque from tightening. You can minimize twist if with using lubricant. Studs face of nut and stretch no twisted material as stud is stationary and stretching . There’s stretch charts out there which is more accurate and then torque values. No way of measuring twist! Like you said in another video (tapping with hammer ) check for loose fasteners that relaxes fasteners and twist /stretch and friction. . Never reuse torque to yield fasteners! Thanks Ben 🔧⚙️📚
I had a Morris Minor gasser with a 5.0 block. It broke the rear main cap. It was still running, but vibrating. I replaced the rear cap and had the block line bored. Still running in my buddies mustang.
If it was vibrating did you have the right balance flywheel or dampener? I seldom seen a rear main crack and attribute that to maybe the wrong flywheel weight factor.
Does the block cement trick work on road race cars as well? Most events I do last a minimum of 20 minutes, usually longer. Great content and happy that I subscribed.
First I thank you for sharing your knowledge, I'm building a 347 for my daily 93 mustang when should I add block cement? Before machining bores? Before the hot tank? I d like 450 up and keep block in one piece. Your videos help so much,thanks again
Sorry for the late reply I get so many messages! Cement the block with half way to the bottom freeze plug or slightly below it! It will shore up the bottom of the blofck so you can make more power1
And how do you feel about taking as much weight out of the rotating mass to add longevity to the block? Such as light rods, knife edging the crank etc.?
Hello Ben. Another excellent video. I would also like to see how you attach the valley pan. Studs or bolts for the main caps and bolts or studs for intake manifold? A break down on stroker builds would be amazing for me personally. Once again amazing knowledge and explanation. Keep up the good work sir.
Brandon, I did an article on Fb on my BAR page detailing the differences between a stroker 302 vs 351. It has been shared over 400x not even counting those that printed it and filed it for keeps. I will do a video as you suggested and should be good info for all builders. Thanks!
I love valley pan thought. When I have my intake made? I'm gonna remember this. On the cement? Go to Dollar General and buy a cheap vibrating massager and duck tape a long screw driver to it and stick in the water jacket holes. Zero air bubbles when done well. The issue of cement for me? The main saddles are too thin and that's most of the problem. I have do some Sonic testing and send it to you. I have a 1969/1970 C9OE/D0OE 351 Windsor that's bare already. Please do a video on oil control.
Agree the main saddles needed more support but note that your C9 block has more meat around the oil pan rails compared to the D castings. Cementing will add rigidity on these areas so it is worthwhile to do this specially I have done several C9 castings and it readily took the 4 bolt mains compared to the later blocks, which does not have a completely flat surface to mount the outer bolts for the main caps.
Use the Holden 304/308ci Engine firing order, 12784563 and a crank girdle. No.1 will be your passenger side as the Holden Engine is Right hand drive and no.1 is on our drivers side, which is your passenger side. Also I bet most of the block splitting problems happens on violent clutch drop manual trans cars and not as often if at all on an automatic.
You are correct and the same loads are experience by the block on automatics with trans brake launches which is a more violent hit specially when boosted of nitrous.
Stock block holds way more horsepower than Ford Engineers ever needed in a passenger vehicle. Racing is a different story, so you take what you can get...or spend big money on aftermarket.
Hi Ben, I hear the sbf blocks can't be bored far. I bought a 1975 351w block for a stroker. It is bored 0.030 over though. Will I be ok to bore it 0.060? Or should I find a new block? Thnx, Clayton
Hey Ben do you think if i fill grout fill a world pruducts man owar 351w sbf block after bores a finished, would the bores ho out of round? 1/4 mile TT on methonal
Would adding a valley girdle, a girdle in the bottom and half filling the block help. Along with solid mounts. And what's your thoughts on a 4 bolt main conversion kit
Every little bit helps and the cheapest block to convert is the only 1 made in 69 which is the C9 block castings. All else does not apply too well on the outer bolts of the caps.
What’s your thoughts on a SVO M-6010-A351 2 bolt main 351w block? I was told it is called a sportsman block. Beefier than a stock production 351w block. I’m looking to possibly build a Clevor with 4v heads or similar. What’s your thoughts on a clevor with max power at 800-900hp on this block? If not that a 351w stroker with AFR 205cc/58 heads. Thoughts? New subscriber here!
Omar, thanks for subscribing and I built several Sportsman blocks up to 850hp with no issues! Just got to open up the main bearing clearance and it has enough nickel on the block to make it much stronger than a normal 351W factory block. If you built a stroker 4.170-4.250 stroke and use the 4V close chamber heads, you basically have a big block incognito for most people and it would blow a lot of unaware people out there! lol If you also opt for an Australian Cleveland head open it up and it would be even better on the mid range power as well as a decent top end. Is it a street car or bracket racer?
@@benalamedaracing2765 thank you for the reply. I really like your videos. Simple to understand. I feel I have enough know how to get by but videos like yours make it much easier to continue to learn. This new unused A351 sportsman block, 2 bolt mains is looking to be a street car engine. No track car at the moment but would like to cover my base by doing it right the first time. Over built for longevity but with plenty of power to shake the neighbors tree. I do have a B-A track boss single plain intake for Cleveland heads. I heard 2v closed chamber heads are better for low-mid RPM power VS. the 4v heads for higher RPM power. What’s a better build; AFR headed stroker or Clevor? What would Ben do?
Why oblong the intake holes when the right way is to have the intake cut. ? Then the ports line up better and it's not that much. I used to get them done for 35 bucks. It's been awhile so say 70 now. Still much better off. And you wont have an intake sealing problem either.
If we all milled the intake that intake will be married to that cylinder heads! What if you ended up changing heads and now your intake is off alignment and that is the problem. Milling is good as long as you keep them paired and I had years ago a max milled 69 casting and the manifold will not fit after i switched to an aftermarket cylinder heads. When I oblong it now it will fit regardless of cylinder heads and most intakes today are casted with smaller ports so you can match them up to whatever head you plan on using.
Well you make a lot of sense. I would have to agree. The only retort I have is that I'm building that engine to work together I'm not looking down the road for a home for an intake I'm using now with the parts it's msted to. But you oblonging the holes makes more sense. Other than to have to rematch port .
It can reliably take 450-500rwhp as long as you do not pre-ignite or detonate your engine! I get close to 570-580 on gasoline and 630-640 on E85 reliably. YOu got to be on point with your ignition and fuel and all will be good.
I have another question reguarding compression so from what I see my compression is 11.1 on a budget build 408 with 62cc aluminum heads my question how streetable is it actually can these cars run on 34 degrees and obtain power on pump gas? Or is it better to drop the compression to say 10.5 and use the timing as an advantage as we all know fords love timing
Street car mustang convertible 99 gt with 410 gears trenec 5 speed tkx full car no body mods car is in the heavy side cause it’s basically a street car I’m using an Accel gen 7 dfi to control the ve timing tables
If I understand the compression 11.1 to a turbo 9.0 compression I’m realizing that the high compression is always at the beginning and timing needs to retard as if though I’m boosting the lo compression at high rpm if this makes sense
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This has already been done by David Vizard, Lykins Motorsport, etc.. proper machining of the stock blocks is critical but absolutely achievable and enables these blocks to live at 1,000+ horsepower for as long as you want, even using the factory firing order. Of course you pointed out a very important common sense point and that’s common sense Operations by the driver.
Keeping them out of detonation is key as well as a good careful driver/tuner. Thanks!
Ive watched heads of dv videos and not seen any of his touch on this. So jog on and make your own videos instead of making stupid comments on people's channels who are ACTUALLY helping others. Ya blowfly
Don't know how I missed this, but thanks! Like how you explained why the girdles don't work, the stress distribution makes sense. Knew about the intake torque issue, when would you mill the intake to make up for block/ head milling? So, the best recipe for an 8.2 deck stock block effort would be; early block, water pump fill with hard blok, main studs, forged internal balance crank, motor plates, good rods and pistons. Toss away the girdle idea, and have fun! Oh, and a decent oil pan and scraper, too.
Thanks for watching!
It amazes me every time I watch your videos. For example the block cement. It makes sense. Excellent video Ben 👍
Glad you like them!
Thanks Ben! Another straight forward no nonsense video on the stock block. I have been a Ford fan since the 70's and I have been reading books, and then blogs and now videos and haven't com across a better review of this subject.
Jeff, thank you sir for your support.
The Professor!!!!
Exactly- Warren Johnson never taught anyone!!!
Thankyou mr alameda for sharing your experience.as i live in Australia and I love me 6 cylinder ford over here especially ford intec 244 ci 4litre 6.Can't wait for next vid your very knowledgeable and experienced builder thankyou. Peace
Brilliant information, and all in one video! I particularly like the debunking of the valley girdle they've been selling recently. Your intake pan makes so much more sense! I've been around Fords for a long time and this is the first time I have seen the intake valley setup. I subscribed!
Cool, thanks for your support! I you anchored the valley plate that would do a real good job as well as stud mounting the manifold and if it is snugged fit the better to hold both sides with the help of the valley plate.
I always learn something new after every video….
Just recently discovered your channel; thanks for the no-nonsense approach and sharing your knowledge without all the silliness or egos that are so prevalent on other channels! I have to say, I've never seen an early Windsor split though, they seemed to be good for over 1000hp.
like most they hold until we encounter the evil detonation/pre-ignition.
@@benalamedaracing2765 Do you prefer the 69 through 74 blocks for your builds?
I did not know how the block cement worked on a street engine as far as heating was concerned. Thanks for the videos
You can do it successfully with block cement on the bottom half of the freeze plugs and that should have enough added strength there to shore up the bottom end of the block. I would not do it with basically a street car because there really is no need for it. But if it is a weekend warrior why not and it would not affect the cooling big time.
I run 427FEs , always fill block to bottom of water pump. Drove em on the street yrs before SATX had a drag strip , no overheating .
Yes sir and had the same things with the 351's and there is enough water on the top to keep it cool!
Thank you Ben for all your knowledge! I so enjoy all your videos!
Thanks Leigh!
More great 302 content...love it ,thanks for your knowledge and expertise.
Much appreciated and thanks for supporting my chanel! More coming tomorrow.
That explains why blocks usually withstand high engine dyno numbers but some have cracked in a car @ 350 rwhp
Some even lower than that when the timing and fuel tables are way off based and the engine comes apart in a heartbeat!
A while back I suggested stiffening with a main cap girdle also attached to the oil pan lip of the block. I found an example. Similar to a Hayabusa V8, adapted to the mains bearing caps as well as the oil pan deck. The Cleveland may be more adaptable than the Windsor. Have you ever seen anything like this? Did it work?
I have seen several versions and impressive but very expensive as well.
Ben hello, really enjoy your videos; especially the SBF content. I'm building a 306 for a road race/track day car, not going in a Ford chassis. Cam and heads are spec'd to run to 7300-7500 RPM, all forged and internally balanced rotating assembly. I did decide to use a main cap girdle as DV recommended its usage. Would you recommend doing the partial block filling in my situation? And would be great to see how you attach the lifter valley pan. Thanks
Partial block filling would definitely help more than if you did not help support that bottom part of the block so it is worth the effort! I will try to do a video of the valley pan installation soon and I used high grade allen studs with hardened washers and nuts! I need it to really grab the ends and give a lot of support there where it is needed. Total of 6, 3 in front and 3 out back.
@@benalamedaracing2765 looking forward to that
Thank you for sharing your knowledge here on TH-cam!
Thank you . Makes lots of Sense . Budget Racing . 100%
👀
Thanks Ben!
Hardened Studs from the hardware store are good for 1000 hp (not all thread material ) ! I said many years ago blocks crack from twisted as do other blocks from not enough bearing seizures clearance loss of oil.
Got to know the details of a proper build to stay out of trouble.
@@benalamedaracing2765 you are talking about intake manifold mounting and main caps angles cap walk. Harden studs from hardware store are more capable than any grade 8 bolt because of load values. Stud do not twist if installed properly Studs have 2 points of load values bolts have 3 points head of bolt under cap twist from torque from tightening. You can minimize twist if with using lubricant.
Studs face of nut and stretch no twisted material as stud is stationary and stretching . There’s stretch charts out there which is more accurate and then torque values. No way of measuring twist! Like you said in another video (tapping with hammer ) check for loose fasteners that relaxes fasteners and twist /stretch and friction. .
Never reuse torque to yield fasteners!
Thanks Ben 🔧⚙️📚
I had a Morris Minor gasser with a 5.0 block. It broke the rear main cap. It was still running, but vibrating.
I replaced the rear cap and had the block line bored. Still running in my buddies mustang.
If it was vibrating did you have the right balance flywheel or dampener? I seldom seen a rear main crack and attribute that to maybe the wrong flywheel weight factor.
Awesome video. Enjoy your information
Does the block cement trick work on road race cars as well? Most events I do last a minimum of 20 minutes, usually longer. Great content and happy that I subscribed.
Thank you Mr. Alameda!
First I thank you for sharing your knowledge, I'm building a 347 for my daily 93 mustang when should I add block cement? Before machining bores? Before the hot tank? I d like 450 up and keep block in one piece.
Your videos help so much,thanks again
Sorry for the late reply I get so many messages! Cement the block with half way to the bottom freeze plug or slightly below it! It will shore up the bottom of the blofck so you can make more power1
@@benalamedaracing2765 do the cement before machining the block?
And how do you feel about taking as much weight out of the rotating mass to add longevity to the block? Such as light rods, knife edging the crank etc.?
It is worth more the higher rpms you run and you will find it hard to keep everything together if the reciprocating weight is too much!
Well, I guess that explains the question I asked you in my message lol. Thanks again Ben!
I will see where your first message is at since I have been out of town for the last week and a half. This is my first video since coming back.
Hello Ben. Another excellent video. I would also like to see how you attach the valley pan. Studs or bolts for the main caps and bolts or studs for intake manifold? A break down on stroker builds would be amazing for me personally. Once again amazing knowledge and explanation. Keep up the good work sir.
Brandon, I did an article on Fb on my BAR page detailing the differences between a stroker 302 vs 351. It has been shared over 400x not even counting those that printed it and filed it for keeps. I will do a video as you suggested and should be good info for all builders. Thanks!
Great video Ben .. enjoying your videos
Absolutely awesome video! Thank you for sharing your knowledge!
Thanks!
I love valley pan thought. When I have my intake made? I'm gonna remember this. On the cement? Go to Dollar General and buy a cheap vibrating massager and duck tape a long screw driver to it and stick in the water jacket holes. Zero air bubbles when done well. The issue of cement for me? The main saddles are too thin and that's most of the problem. I have do some Sonic testing and send it to you. I have a 1969/1970 C9OE/D0OE 351 Windsor that's bare already. Please do a video on oil control.
Agree the main saddles needed more support but note that your C9 block has more meat around the oil pan rails compared to the D castings. Cementing will add rigidity on these areas so it is worthwhile to do this specially I have done several C9 castings and it readily took the 4 bolt mains compared to the later blocks, which does not have a completely flat surface to mount the outer bolts for the main caps.
Thanks again for the great info Ben!
Great video 👍
Thanks for the visit.
Hey Boss Would the Main girdle work if made to bolt to oil pan holes, basically make a 3/16" steel oil pan like big block Mopar ??🤠
Anything to anchor all of them together helps but as soon as it detonates or pre-ignite there is no stopping the shaking and eventual blow up!
Thanks for the great information.
Thanks for supporting my channel!
I Install Boss 302 Screw in Casting Plugs
That would definitely help keeping the block rigid!
Use the Holden 304/308ci Engine firing order, 12784563 and a crank girdle. No.1 will be your passenger side as the Holden Engine is Right hand drive and no.1 is on our drivers side, which is your passenger side. Also I bet most of the block splitting problems happens on violent clutch drop manual trans cars and not as often if at all on an automatic.
You are correct and the same loads are experience by the block on automatics with trans brake launches which is a more violent hit specially when boosted of nitrous.
Good conversation I always asked why ford changed their firing order
I am in contact with several SVO engineers and I will post what they know about this hopefully soon.
Can you recommend a Ford engine builder in Massachusetts? Thanks
Sorry do not know anyone on that side of the states.
Stock block holds way more horsepower than Ford Engineers ever needed in a passenger vehicle. Racing is a different story, so you take what you can get...or spend big money on aftermarket.
You got a point there that is true.
Hi Ben, I hear the sbf blocks can't be bored far. I bought a 1975 351w block for a stroker. It is bored 0.030 over though. Will I be ok to bore it 0.060? Or should I find a new block? Thnx, Clayton
I did .060 many times and may I suggest you get it sonic check just to make sure you have enough there to go over.
Hey Ben do you think if i fill grout fill a world pruducts man owar 351w sbf block after bores a finished, would the bores ho out of round?
1/4 mile TT on methonal
Yes I would do that first then take it to be bored or final hone to size.
Would a motor plate help keep it from cracking?
I spoke too soon. Lol
If it is positioned correctly it should help specially with high horsepower levels!
Se puede hacer lo mismo en un 351 ?
You can do everything you advise in the video on a 351 w
Yes whatever you do on a 302 a 351 will be even better and stronger!
What about Cutting down the main girdle and only fasten to 2 and 4 ?
I would still prefer it be all tied in for strength as a whole piece working together. But when it starts shaking the caps there is no stopping it!
Thank you@@benalamedaracing2765
Hey Ben, who makes crank shaft scrapers for small block Fords?
Canton makes it for the 351 and 302
Ben, does block cement break up over time? Can it ever be removed?
Once it is in there is no taking them out. I have never seen them break up inside a block whatsoever...
Would adding a valley girdle, a girdle in the bottom and half filling the block help. Along with solid mounts. And what's your thoughts on a 4 bolt main conversion kit
Every little bit helps and the cheapest block to convert is the only 1 made in 69 which is the C9 block castings. All else does not apply too well on the outer bolts of the caps.
@@benalamedaracing2765 so no sense in trying to do the 4 bolt conversion. Any other advice
@@texasinnovativeperformance6439, just stud the mains and when seriously racing open up the main bearings @ .0028 minimum to .003 desirable clearance!
@@benalamedaracing2765 appreciate the info getting harder to find 351w motors and 302 are plentiful.
Great videos thank you!
good info
What’s your thoughts on a SVO M-6010-A351 2 bolt main 351w block? I was told it is called a sportsman block. Beefier than a stock production 351w block.
I’m looking to possibly build a Clevor with 4v heads or similar. What’s your thoughts on a clevor with max power at 800-900hp on this block?
If not that a 351w stroker with AFR 205cc/58 heads.
Thoughts?
New subscriber here!
Omar, thanks for subscribing and I built several Sportsman blocks up to 850hp with no issues! Just got to open up the main bearing clearance and it has enough nickel on the block to make it much stronger than a normal 351W factory block. If you built a stroker 4.170-4.250 stroke and use the 4V close chamber heads, you basically have a big block incognito for most people and it would blow a lot of unaware people out there! lol If you also opt for an Australian Cleveland head open it up and it would be even better on the mid range power as well as a decent top end. Is it a street car or bracket racer?
@@benalamedaracing2765 thank you for the reply. I really like your videos. Simple to understand. I feel I have enough know how to get by but videos like yours make it much easier to continue to learn.
This new unused A351 sportsman block, 2 bolt mains is looking to be a street car engine. No track car at the moment but would like to cover my base by doing it right the first time. Over built for longevity but with plenty of power to shake the neighbors tree.
I do have a B-A track boss single plain intake for Cleveland heads. I heard 2v closed chamber heads are better for low-mid RPM power VS. the 4v heads for higher RPM power.
What’s a better build; AFR headed stroker or Clevor?
What would Ben do?
thanks for video!
What country are you from?
@@benalamedaracing2765 I am from Republic of Kalmykia, Russua
Hey Ben,
How thick are the intake plates sbf ?
They are .315 and use 2 plates per side.
Thank. You sir!
When hard lock dries it's lighter than the water that it displaces
266👍 's up thank you for sharing 🤠
Thanks for supporting my channel!
Why oblong the intake holes when the right way is to have the intake cut. ? Then the ports line up better and it's not that much. I used to get them done for 35 bucks. It's been awhile so say 70 now. Still much better off. And you wont have an intake sealing problem either.
If we all milled the intake that intake will be married to that cylinder heads! What if you ended up changing heads and now your intake is off alignment and that is the problem. Milling is good as long as you keep them paired and I had years ago a max milled 69 casting and the manifold will not fit after i switched to an aftermarket cylinder heads. When I oblong it now it will fit regardless of cylinder heads and most intakes today are casted with smaller ports so you can match them up to whatever head you plan on using.
Well you make a lot of sense. I would have to agree. The only retort I have is that I'm building that engine to work together I'm not looking down the road for a home for an intake I'm using now with the parts it's msted to. But you oblonging the holes makes more sense. Other than to have to rematch port .
I had no idea production 302’s have such a weak Block.
It can reliably take 450-500rwhp as long as you do not pre-ignite or detonate your engine! I get close to 570-580 on gasoline and 630-640 on E85 reliably. YOu got to be on point with your ignition and fuel and all will be good.
lol....there were 347 likes on this when I gave it one.....vroom-vroom!!!!!
Nice Maverick!
The fix is easy. Switch to Chevy!
Yes sir and when you have a chevy they tell us switch to ford. lol
We never win this argument Mark.
On a street daily driven after filling with cement how long will the cement last
Never had them come off and ended at the radiator.
I have another question reguarding compression so from what I see my compression is 11.1 on a budget build 408 with 62cc aluminum heads my question how streetable is it actually can these cars run on 34 degrees and obtain power on pump gas? Or is it better to drop the compression to say 10.5 and use the timing as an advantage as we all know fords love timing
@@tonymontana4349 @tonymontana4349 , how heavy or light is the car and what transmission and rear axle gear out back?
Street car mustang convertible 99 gt with 410 gears trenec 5 speed tkx full car no body mods car is in the heavy side cause it’s basically a street car I’m using an Accel gen 7 dfi to control the ve timing tables
If I understand the compression 11.1 to a turbo 9.0 compression I’m realizing that the high compression is always at the beginning and timing needs to retard as if though I’m boosting the lo compression at high rpm if this makes sense