Had never seen colour pictures of tunnel port heads until you started on these - very interesting to watch a period performance engine be reconstituted - thanks for sharing that with us 👍
If I remember correctly, Ford had problems with these heads when they were used for the Trans Am series. Not sure what it was in particular, but they stopped using them. It may have been that the port sizes were too big for the 302 that was used in the series. Regardless, I hope that you can get them to work for you, maybe with a larger displacement engine.
How much power was gained by switching from the small block tunnel port heads to the Boss/Cleveland heads on a Trans Am style 302 engine build? Really enjoy your channel.
Tunnel port Heads Are Not Ventura Shaped going into the heads but more like a straight Pipe and because of That they don't make Good mid range Power Naturally asperated , but they would work good with boost because all the work in the in designing Head ports to Flow good For Natural Asperated Motors doesn't matter to a forced induced engine bigger is better shape of port doesn't matter and you can adjust boost levels to be low or mild so if you want more power you Need To move more Air but the bigger the ports the slower the air Will move through the head on a none boost engine but not with boost the intake ports are always under pressure pushing the air in increasing Air volume and Air speed through the head , you could go mild on boost and use it like you would a naturally asperated engine like 3 - 4 lbs of boost and take advantage of more Air flow of The bigger heads Boss 302 heads work better naturally Asperated and may do better than the tunnel port Heads because they have bigger ports and bigger valves Canted valve heads moves the valves father away from each other and can fit bigger valves 69 boss heads had 2.23 inch Intake Valves 70 had 2.19 intake valves exhaust valves 1.71 for both - you could Reduce The exhaust valves to 1.60 And have room for more intake valve size increase , The Hemi's sohc boss 429 had 2.25 inch Intake Valves , you could get a bigger valves in the boss 302 heads by reducing the exhaust valves , I know of 2000 Hp turbo motor running 40lbs of boost with 340 cubes with 1.55 inch Exhaust Values , but IF You want to keep it naturally asperated A F R Heads is A Good way to go and there are after market boss 302 / Cleveland type heads - CHI is A Good choice for those type heads The 427 tunnel port also had 2.25 intake valves while the 302 Tunnel port had 2.00 inch Intake Valves
I have 2 pair. One is a street head and one is a race head. Big differences between the two. Streets use smaller valves and stud rockers. Race heads use bigger valves and shaft rockers.
Man, you have a dream job. Thanks for sharing what you do. One question, how are you going to seal the exhaust flange with those smog tube bosses(?) taking so much flange space on the heads? Is there enough there, or do you have something for that?
If your customer wants a set of tunnel port heads that are raw with almost no holes drilled I know a guy that has a set ,not sure if he will sell them but he has had them forever just sitting around
Joe one big advantage is how strong and durable stainless is compared to its relatively light weight. The same thing could be said about titanium except it’s considerably lighter than the same size valve in stainless steel.
@@danielwilson6665 I see. I thought that maybe stainless would dissipate heat better on the exhaust side while still allowing for optimal fuel atomization as the fuel air mixture as it moves over the intake valve.
Stainless is the go for most performance engines. Will not last as long as the OEM style valves but are lighter by a margin and the heads dont normally fall off! Ti, is for big timers. Lighter again and stronger again. But life them or you will get bit!!
They only used them in 1968 on the Trans Am Mustangs. Ford was supposed to make a street engine available in the Mustang to satisfy the SCCA rule that a certain amount of street cars were built before it could be used in competition but that never happened. This motor needed to rev to make power. The street version would have been a dog.
Designed for Trans Am racing, but showed to be a fiasco and had only a short life before the project was junked by Ford. Was replaced with the Boss 302". A factory prototype street version Mustang was tested by one of the magazines back in the day.
The problem with the engines, was simple, Ford racing boss Passino would not let anyone touch the engines, outside of assembly line workers. Yep the engines were built on a side engine line, by the factory engine assemblers. A story was that at times the engines didn't always run, one story was one engine only had 11 pushrods. The factory claimed about 430 hp, the Cleveland heads were reported to make about 40-50 hp more, with a fatter curve.. So the tunnelport was short lived.
@@scottfritz4988 The 4bbl 480 CFM Street Tunnel Port was rated at 240 HP Gross at 4600 rpm, the dual Quad Autolite 480 CFM, technically 250 HP Gross at 4600 rpm, both iron headers and AIR injected on the promotions literature. The Gross Street Tuned Port HP figure at 7000 rpm would have been about 40% more, just like the Boss 302's being factory rated at 290 HP Gross 4600 rpm, but making 350 HP gross at the "technically' 5800-6000 rpm but actually 6150 rpm Autolite ignition cut out. See the Camaro Z/28 vs Tunnel Port Mustang with race driver Sam Posey in the July 1968 Car and Driver Magazine article. Each was over the counter optioned, the Mustang GT 302 the 390 HP Gross at 7000 rpm fully muffled Dry decked 12.5:1 Race Tunnel Port head engine, with over the counter Quad 540 CFM Holleys 8 quart 8000 rpm + capable sump, tube headers, Le Man's Solid lifter 318 degree cam. 13.96 sec at 106.13 mph 1/4 mile at Lime Rock. It was apparently internally rated over 420HP at 8500 rpm as a fully prepared solid lifter Ford 302 TP race engine without mufflers. That was why Ford threw the game in the 1968 SCCA races, taking two wins out of 12 races, and letting the DNF debacle give Chevrolet a resounding win at the manufacturers' trophy. While the Mid year 335 HP Gross Cobra Jet 428 was dropping 13.56s at 106.64 mph. Ford's factory strikes were the issue, and the SCCA had signed off on the two 4bbl Street California spec emissions engines, plus one Race TP engine, each totally different. Race Tunnel Port 302 heads were dry decked as well, just like the 429 Boss.
the numbers stamped on the side of the heads sound to me like chamber volume ..great work, fords forever.
Had never seen colour pictures of tunnel port heads until you started on these - very interesting to watch a period performance engine be reconstituted - thanks for sharing that with us 👍
Getting it on proper 🤘
Nice👍☠️
Had no idea these exist!
FoMoCo
If I remember correctly, Ford had problems with these heads when they were used for the Trans Am series. Not sure what it was in particular, but they stopped using them. It may have been that the port sizes were too big for the 302 that was used in the series. Regardless, I hope that you can get them to work for you, maybe with a larger displacement engine.
I hope you will share the dyno sheet with us on this engine.thanks great vid
How much power was gained by switching from the small block tunnel port heads to the Boss/Cleveland heads on a Trans Am style 302 engine build? Really enjoy your channel.
Tunnel port Heads Are Not Ventura Shaped going into the heads but more like a straight Pipe and because of That they don't make Good mid range Power Naturally asperated , but they would work good with boost because all the work in the in designing Head ports to Flow good For Natural Asperated Motors doesn't matter to a forced induced engine bigger is better shape of port doesn't matter and you can adjust boost levels to be low or mild so if you want more power you Need To move more Air but the bigger the ports the slower the air Will move through the head on a none boost engine but not with boost the intake ports are always under pressure pushing the air in increasing Air volume and Air speed through the head , you could go mild on boost and use it like you would a naturally asperated engine like 3 - 4 lbs of boost and take advantage of more Air flow of The bigger heads
Boss 302 heads work better naturally Asperated and may do better than the tunnel port Heads because they have bigger ports and bigger valves
Canted valve heads moves the valves father away from each other and can fit bigger valves 69 boss heads had 2.23 inch Intake Valves
70 had 2.19 intake valves exhaust valves 1.71 for both - you could Reduce The exhaust valves to 1.60
And have room for more intake valve size increase , The Hemi's sohc boss 429 had 2.25 inch Intake Valves , you could get a bigger valves in the boss 302 heads by reducing the exhaust valves , I know of 2000
Hp turbo motor running 40lbs of boost with 340 cubes with 1.55 inch Exhaust Values , but IF You want to keep it naturally asperated A F R Heads is A Good way to go and there are after market boss 302 / Cleveland type heads - CHI is A Good choice for those type heads
The 427 tunnel port also had 2.25 intake valves while the 302 Tunnel port had 2.00 inch Intake Valves
I was surprised to see the air injection ports I thought they were race only heads.
I have 2 pair. One is a street head and one is a race head. Big differences between the two. Streets use smaller valves and stud rockers. Race heads use bigger valves and shaft rockers.
I like the looks of the exhaust ports but those intakes, not so much. I will revisit the flow testing. I will definitely check out the dyno numbers.
Wonder how they would work on a big inch Windsor engine.
Odd to see the smaller spark plug size used on these heads.
Yeah, I thought so too. It needs to be a deep reach plug as well.
hey lykin would a AFR 205CC head be good on a 393 turbo motor 20lbs of boost, cam 248 int 232 ext at 568 558 lift 114 lobe
The SBF Tunnel Port wasn't nearly as bad as the choice to make teams run engines assembled at Ford. The ones Shelby assembled ran decently.
Man, you have a dream job. Thanks for sharing what you do. One question, how are you going to seal the exhaust flange with those smog tube bosses(?) taking so much flange space on the heads? Is there enough there, or do you have something for that?
It's tight, but I think there's enough there for a good gasket.
My thought as well. I wish you luck with that.
How much are a stock set worth?
I have a Mexican 302 ford block are they sought after? Was going to build it but going with a Windsor.
If your customer wants a set of tunnel port heads that are raw with almost no holes drilled I know a guy that has a set ,not sure if he will sell them but he has had them forever just sitting around
I've seen those in magazines not many of those heads out there
What are the advantages of stainless valves? I see a lot of modern engine builders using these.
It's either stainless or titanium.
Joe one big advantage is how strong and durable stainless is compared to its relatively light weight. The same thing could be said about titanium except it’s considerably lighter than the same size valve in stainless steel.
@@danielwilson6665 I see. I thought that maybe stainless would dissipate heat better on the exhaust side while still allowing for optimal fuel atomization as the fuel air mixture as it moves over the intake valve.
Stainless is the go for most performance engines. Will not last as long as the OEM style valves but are lighter by a margin and the heads dont normally fall off! Ti, is for big timers. Lighter again and stronger again. But life them or you will get bit!!
The heads look like CA smog heads with the air injection ports in the exhaust
What did they put those heads on, any street applications
Just the Trans am Mustangs. Had to spin them to over 8000 if I remember right which caused engine failures.
They only used them in 1968 on the Trans Am Mustangs. Ford was supposed to make a street engine available in the Mustang to satisfy the SCCA rule that a certain amount of street cars were built before it could be used in competition but that never happened. This motor needed to rev to make power. The street version would have been a dog.
Designed for Trans Am racing, but showed to be a fiasco and had only a short life before the project was junked by Ford. Was replaced with the Boss 302". A factory prototype street version Mustang was tested by one of the magazines back in the day.
The problem with the engines, was simple, Ford racing boss Passino would not let anyone touch the engines, outside of assembly line workers. Yep the engines were built on a side engine line, by the factory engine assemblers. A story was that at times the engines didn't always run, one story was one engine only had 11 pushrods. The factory claimed about 430 hp, the Cleveland heads were reported to make about 40-50 hp more, with a fatter curve.. So the tunnelport was short lived.
@@scottfritz4988 The 4bbl 480 CFM Street Tunnel Port was rated at 240 HP Gross at 4600 rpm, the dual Quad Autolite 480 CFM, technically 250 HP Gross at 4600 rpm, both iron headers and AIR injected on the promotions literature. The Gross Street Tuned Port HP figure at 7000 rpm would have been about 40% more, just like the Boss 302's being factory rated at 290 HP Gross 4600 rpm, but making 350 HP gross at the "technically' 5800-6000 rpm but actually 6150 rpm Autolite ignition cut out. See the Camaro Z/28 vs Tunnel Port Mustang with race driver Sam Posey in the July 1968 Car and Driver Magazine article. Each was over the counter optioned, the Mustang GT 302 the 390 HP Gross at 7000 rpm fully muffled Dry decked 12.5:1 Race Tunnel Port head engine, with over the counter Quad 540 CFM Holleys 8 quart 8000 rpm + capable sump, tube headers, Le Man's Solid lifter 318 degree cam. 13.96 sec at 106.13 mph 1/4 mile at Lime Rock. It was apparently internally rated over 420HP at 8500 rpm as a fully prepared solid lifter Ford 302 TP race engine without mufflers. That was why Ford threw the game in the 1968 SCCA races, taking two wins out of 12 races, and letting the DNF debacle give Chevrolet a resounding win at the manufacturers' trophy. While the Mid year 335 HP Gross Cobra Jet 428 was dropping 13.56s at 106.64 mph. Ford's factory strikes were the issue, and the SCCA had signed off on the two 4bbl Street California spec emissions engines, plus one Race TP engine, each totally different. Race Tunnel Port 302 heads were dry decked as well, just like the 429 Boss.
700 yards LoL