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Thanks again Ben for all the info . It's very clear you are the type of guy that wants everyone to be fast ! Also thank you for sharing a lifetime of experience

CHEERS from AUSTRALIA

Ben can aluminum head chambers be welded to close up the chambers ? Could you please tell us about that if its possible

Good information Ben 💯 facts

Great video Ben also thanks for the spark plug video I save my engine b series Honda turbo the I was using bk5 and it was very lean I change them for bk7 and gap them to 30 and now my car wake up

Do bolts and nuts tighten south of the Equator? Just kidding, thanks for a great lesson here !

Man, every time I've gone back & watched your videos, I've witnessed the data thru my datalogs confirm the things you're posting thus is also confirming the science\engineering behind it all.........thus also confirming your analysis\abilities\knowledge & the same for the OEM engineers..........what I've come to learn is that when looking at the OEM designs\processes, I find you have to figure out the OEM's intentions\purposes 1st.........THEN you will get a much better understanding of the methods\processes you'll need to apply to get the most out of the components you're working with while at the same time retaining the positives of the initial design work.........which in the end is where I'm seeing you can gain the most overall operational engine efficiency thus optimal HP\TQ outputs across the board.........all while maintaining good levels of MPG & passing emissions efficiency (this depends on the vehicle MY's EPA post-OEM emissions warranty PC <8000 lb GVWR 120K mi wear averaged--worst case scenario--emissions thresholds.....whether Fed or CARB.....that were in place when the vehicle got the initial EPA OEM Fed or CARB emissions CoC.....certificate of compliance.....signoff to sell said vehicle to the general public........the older the vehicle is, the easier it is to legally maintain\exceed these worst case emissions thresholds while engine is being modified up to a certain extent...........). I appreciate all you've done to help us fellow gearheads out! 👍👊

Thank you very much Ben. I always learn something with your videos.

Ben thank you for the lessons you give . You are the guy that explains the black magic for everyone

Time for me to get the drill out and modify the pipes on my Yamaha VMax. Thanks immensely Ben

That is a wicked mustang

Do anyone know where Ben alameda live at

Nice block. Good info as always

But it was so much fun rebuilding c-4s weekly...

Thank you Ben!

They did it to eliminate the need to clearance the cylinders for the rods. I agree it’s “poor design”. The block could have a longer than stock sleeve/bore and be cast with the clearance notch engineered into the molds.

I read you comment about the company going down when the owner passed, Is there something similar that you would suggest..? Thank you for all this knowledge Ben, I really appreciate you, and what you do.

When you talk about the sound of the intake @ 23 minutes, it took me back to the time when I would flip the air cleaner top upside down on the 1975 Chevelle I drove in the late 80s to early 90s when I cracked the block in my 1985 Mustang 5.0

Hi Ben, i have a 2023 Suzuki GSXR 1000 motorcycle and it has 13.5.1 ratio stock from the factory and it doesn't detonate and can run on normal fuel, how is this possible, is it because the bike is so light weight?

Is that the correct rod in number two? As in how close does that piston come to the deck?

Retired engine machinist agrees totally. I put effort into a timing curve for street cars.

Much appreciation to you, for sharing all your knowledge..!! These are things that stick with some of us. I will be one to carry on your knowledge and name. Thank you..!!

The second picture of the long 4-2-1 looks almost identical to what we ran around 2005ish in our 5 litre road racers. Then we switch to the d3 head. We had so much mid range by then that we went 4-1 to help with traction off the turns - so much power at the 5000rpm area we couldn’t use it. We were limited to 7500rpm but we made 650hp right on the rev limit. I loved those engines. You’re a cool guy Ben. The great thing about racers is that no matter where you are in the world - we all speak one language. Cheers from Australia.

Ben This guy in Utah wanted to know if the car he had was an original Yenko 1972 Nova. The video is from June 2024. ruclips.net/user/shortsZm0nRixROGs?si=qz5F3nM6VKYG8L9y He runs the RUclips channel Dave's Automotive Center He probably found out by now. Did you know Mr. Yenko or help him build his engine ?

Ben how about putting an engine together with those hemi heads sbf that the everyday guy can afford you might sell more if you show us that they can make good horsepower without having to tell the kids they have to eat beans /weenies or bologna for the next 2 months

Curious how Ford came up with 302 ci with a 3 inch stroke rod. If my math ads up, the stock rod must be a 3.02 inch stroke, unless I'm missing something. So a 302, bored .030 with a stock 3.02 inch stroke rod would be a 308 ci right..? Why is it called a 306 ci..?

Ben - Cleveland's have unequal length tracts - look at the manifold...

I am going to build this..

What video did I hear about the 1 angle exhaust valve ? ANTI-REVERSION EFFECT IS THE MAIN REASON I ASK.

Four or Ford👈? We may never know

I had BES do some heads and intake for me, c3 heads and intake, they flowed 420. They were so much bigger I had to trim ALOT of gasket off with a razor knife, took me 3-4 hours. I will definitely use this method next time

Excellent info, Ben! Between this video & Billy Godbold's book "High Performance Cams & Valvetrains" where Billy gave insight on how to understand\manipulate cam open\close timing events based off of how a cam designer\grinder has set them up in line w\ the matching rotational crankshaft crank angles which determines the piston position in bore relative to TDC of the engine's displacement the cams were designed\ground for, using continuously variable cam timing (VVT\VCT) tech (an EPS--equal phase shifting tech--where both the intake & exhaust cam lobes are moved at the same time\amount of degrees on a common shaft relative to crankshaft rotational degree timing, ie GM\Dodge---in my case, a Ford 4.6L 3V V8 using 2 SOHC camshafts thus DEPS--dual equal phase shifting tech......both EPS\DEPS systems do the exact same thing in the exact same manner), I've learned how to use this tech to maintain optimum ignition timing to minimize excessive pumping losses from inputting excessively advanced ignition timing while at the same time use VVT\VCT to optimize cam timing to achieve\maintain optimum cyl pressures to match the optimum fuel burn time ate according to rotational crank degrees (from another 1 of your videos............thus optimal TQ\HP outputs while again minimizing excessive pumping losses) w\ optimal AFR\Lambda applied across the board on all throttle angle inputs & engine RPM's (optimizing the ECU Torque Management tables to achieve either optimum engine MBT or max safe TQ output based on load & E10 91 octane fuel's AKI rating thru knock sensor feedback data) from off idle to WOT. Then once you learn the areas within these tables\maps where cruise, low RPM acceleration & WOT takes place, then you can set all this up to optimally & seamlessly move from 1 zone to another to optimally gain the desired TQ\HP, including WOT, while at the same time optimizing part throttle cruise fuel MPG & maintaining part throttle low RPM & cruise emissions w\ the particular VVT\VCT designed cam profile being used..........IOW's you can have your cake & eat it too! Makes for a helluva responsive & efficient engine across the board................. 👍👊

Ben BACK IN THE DAY, DID YOU KNOW A CANADIAN RACERS ? I MET A REUBEN MC CULLOUGH IN BAKERSFIELD. HE SAID HIS DAD RACED FORDS . JUST WONDERED

As a die hard ford guy with 2 different sbf Windsor based race motors, I could listen to you talk all day! I’m running some Cleveland style heads on a Windsor based 427 and a good shot of nitrous and it does pretty good, 4.60 in the 1/8th. Both my motors are 9.5 deck. I will certainly check into the 9.2 block for my next race motor

Looks great I think Tim will sell a lot good on Him and great info from You cheers Mick Australia

POUND -FEET is the correct order As in 500 POUND - FEET 500 LB / FT I KNOW, EVERYONE SAYS IT BACKWARDS Here is en.m.wikipedia.org/wiki/Torque Here's FOOT POUNDS en.m.wikipedia.org/wiki/Foot-pound_(energy)

of all things the AOD Ford transmissions are starting to become prominent in racing when built properly

351c is the most penalized engine in all forms of racing! You Sir are a treasure and a genius. Thank you!

Great content! Watch them all.

Tim and Ben.. Great guys to team up..

When you have the the right header tube size how much does power do you pick up ?

Would love to see this block cast in aluminium !!!

That picture of your friends pushing your car tells us what we need to know about Ben. You don’t assemble volunteers like that by being a prick. Love your work bro

I like the concept and I'm waiting to get a price on the block from Tim.

Tim's block sure is a HUGE step forward, but I still feel a little more meat between bores will be the ticket, not easy, I know, but that, imo, is the one and only Clevo weak point, I had some 4V's and no problems with anything, they sure take a lickin', great motor

Looks like a speed pro casting….Tim has a great set of knowledge guys …likely a great product.

Quench means removing heat Squish means increasing pressure They are separate reactions around TDC Both can be adjusted for by area ratios and clearances.

Do you gap the top ring still for possible nitrous or boost and still run it that way?

hi im in New Zealand i have one off these blocks identical.its made in China.

I built a 318 magnum for my 98 ram 1500 ex cab long bed with no changes besides zero deck the pistons and .028 head gaskets, i didn't even change rings and bearings and it picked up a couple mpg and pulled significantly stronger. I'm getting ready to do it again for my 92 Dakota but I'm also going to mill the head as much as possible witch looks like the intake valve seat. I'm gonna get a custom valve job to reduce intake reversion and open the push rod pinch so the fuel can get to the back of the valve instead of squirting on the side of the port wall. After that I'm gonna gear it higher to use the extra TQ and see how much mpg i can get out of it.