FORD E7's TO YATES SC1 RUNDOWN!
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- Опубликовано: 7 сен 2024
- I go thru the good and the bad of these different heads I have tested and run thru the years. An opinion of how I see them and what they are briefly about!
Cover photo: SBF with raised port Blue Thunder Heads. Middle, BBC all aluminum 672 cid with GM Pro-Stock heads. Back engine, SBC Periphial Port all aluminum engine.
I get numerous requests for technical advice and if interested, tex me @ 626 203 2712. $100-Half hour to $150-1 hour+ rates. Most calls go over as posted and it is ok. US Pacific time zone.
Another OUSTANDING upload Ben. Well worth the wait!
The stories mixed in with the Tech makes for GREAT content.
Thanks!
Thanks!
I second that$$$
Most excellent lesson Mr. Alameda. Very interesting on porting and shaping. Great explanations. I look forward to learning from your experiance and knowledge. Blacktop Brawler gonna be lethal😁 BAR💪. Good talking to ya tonite brother. Take another shot and get well sir.
there are only a few good pro engine builders on u tube that really know there stuff, and your one of maybe 4 I watch. great content and in time you will get a lot of views I think. civilization was built by people passing it on.
Samuel, thank you for the compliment and appreciate it a lot sir.
So much good info as always! 18 years ago i was a apprentice at a machine shop. They gave me a set of ported E7's with 1.85/1.55 valves that were supposed to be very well done. Installed them with a performer rpm efi intake with a crane 2031 cam. The computer needed a tune to max out spark and fuel but i was happy with the Seat of the Pants gain. After watching your videos i dont feel so good about my e7's anymore. I always thought they were better then gt40s. Wish i could look over these heads to see what they did comparing what you showed in your video.
I will try to expound on this subject more where I compared a stock TFW TW heads vs. a max ported 351W heads! The results was surprising and a dyno test would have said the TW would win hands down but not really when I ran both! I will do this video perhaps next.
I am so glad I came across your videos. I am a die hard Ford mustang racer from the late 90's to present. Love your videos and the history. They really where the best days of ford racing. I remember going to bowling green Ky for the very first NMRA race there. They just so happen to of had a grand national gathering the same weekend. I have never seen so much mustang vs grand national street racing in my life. The police where so overwhelmed they couldn't do anything about it lol. Keep the videos coming. I am happy to learn the scientific side now vs the young and dumb kid I was at the time just throwing parts on it and hope it worked lol.
Bill, with experience we not only learn wisdom but knowledge and how this things work and I am glad to share it with everyone that watches my videos.
23 years ago my classmates talked a lot of shit that I ruined brand new AFR 205s. The majority opinion was, "If porting the head made any more power, AFR would have made the exhaust ports that already. "
With the runner already raised 3/8" I needed more port volume. I couldn't weld then so threaded some aluminum rod, cut off the excess flush and staked the plug in place.
One of the "Hotrod" instructors drove a new WS6 on an NX wet kit. I was a little 311, 11.5:1, big hydraulic roller, my freshly ported heads and Victor 5.0 intake manifold. 3 out of 3 my naturally aspirated 93 Cobra smoked him.
I knew I was onto something. I've ported a lot of AFR's heads just to modify the exhaust was a really huge gain in my opinion.
Good stuff here Ben! Great stuff!
Well you learned to do it and test it instead of the talking heads giving an opinion with no basis of experience or just plain opinions then I would side with you because you have been there and done that! Thanks for supporting my channel Arturo.
@@benalamedaracing2765 yes sir you are very welcome. In all this time I've known a lot technicians, machinists, engine builders, shop owners, racers, etc.... We're not all cut from the same cloth!😉
Just can't get enough of your videos... love it, love it, love it, thank you, Ben.
Thanks!
Great content as usual, hope you get better soon buddy.
I need more whisky. lol
@@benalamedaracing2765 only thing bad about whiskey; is not not having any left😄
I'm sure the Chevy engineers were watching you guys when they came up with their LS
Who else is drooling over the aluminum heads behind him? 👍😁
Thanks for supporting my channel!
thanks for the seminar make s head choice easier and iv e been doing my porting right and a shot of brandy works good on colds and flu s
Thanks!
Good video Ben I was just discussing the mistakes people make with the E7s to my friend who owns a machine shop and you confirmed what I was just saying earlier tonight great video thanks for sharing with us 👍 always appreciate your knowledge 😀
It is better to just be on the conservative side or porting than carelessly going about like a monkey and destroy all that good stuff!
Great stuff !!! Thank you for sharing !!!
Thanks and hope it helps us all make better power!
Good Segment Ben, Covered so much on the best of the best.
Thanks Michael!
I was hoping you would do a video like this one day, this was a very informative video . Maybe you could do a in depth video on porting some of the more comon sbf heads do's and dont's which you did cover them very well in this video for sure. Maybe a intake porting video as well for the sbf . Ive been waiting so long for this video. Thanks Ben
Thanks and appreciate your comments and will take the suggestions seriously.
Appreciate the info as always. Glad to see you are getting well.
Loving the chanel Ben and thanks for sharing your knowledge. Have you ever modified the 221 Windsor?
Patrick, unfortunately I have not come across the chance to build a 221 because I think most have the 5 bolt bellhousing pattern and the transmission are hard to find basically everyone switching to the newer 289 6 bolt bellhousing.
@@benalamedaracing2765 Thanks for the reply Ben. I already have the 221 and c4 auto in an Australian 64 xm falcon and plan on giving it a freshen up with a bit more grunt. Was wondering what size valves i could get away with before shrouding them in the 3.5 inch bores? Do you have a valve to bore clearance you shoot for? Thanks.. Pat 🇦🇺
Ben i love your videos so keep them coming, best knowledge on youtube and no bullshit. My question regarding heads, looking at building a circuit racing 66 mustang 347 windsor with a 5.0 roller block but unsure of heads, ported gt40?, alloy windsor or cleveland heads to make it a boss engine? Your suggestions i will respect your opinion
Sorry for the late reply. To make it a unique car to look at use the roller block with decent compression and port a good set of Aussie heads! That would set you out differently from the rest of the builds!
The low subscriber count on this channel has me baffled! The word needs to get out that if you want to learn how to build a REAL dragstrip worthy engine then you need to be on this channel! Most of the stuff I have heard on this channel I have never heard on any other. I've learned things on here that aren't even in David Vizard's books! Best of all, this channel is heavy on the Ford Windsor content, right up my alley for my next project!
Thank you for tuning in and noticing the difference sir. The low count is due to the fact I started about 2 years ago and sat idle for a long time trying to figure posting here on You Tube and learning how to do photography and video editing. I got it and if you look at the posts from a year ago it is far different from what I am presently posting. I seriously started posting roughly a year and it has been growing bigger by the day and I am blessed to be able to get going after the initial stalled out not knowing how to start or do this! lol
Basically I am the new kid on the block and how did you find my channel?
Another video packed with good information. Thanks Ben.
Thanks Dean!
Thank you for the video what a eye opener
Thanks Don!
Good stuff Ben. Thank you for sharing your knowledge. Regards Greg, from Perth in Western Australia
Thanks. I will talk about the great Aussie Cleveland heads for the street/strip and very impressed by it!!!
@@benalamedaracing2765 I'm drooling at the thought of this. I've built many tough street Cleveland's here in Australia, but I wouldn't profess to be a top builder by any means. That said, on the street, my 351 Cleveland with closed chamber, cast iron, 302 Cleveland heads (2V port size), used to bring a lot more than it's fair share of trophies home against 4V and alloy headed motors. On the car club circuit, I used to drag race, circuit race, hill climb, and even do gymkhanas in the same car. Loved the car and had an enormous amount of fun. Yeah, I know, the older you get, the faster you was...LOL
@@theshed8802, good humor there buddy and you are absolutely right that Aussie heads are great build up for the hot street duty's! US 4Vs exhibit too much port @ street level compression ratios and really need minimum 12.1-12.5 with a tight quench to really give it the heads up power!
@Ben Alameda Racing I was just rereading the Ford Falcon GTHO Phase 3 workshop manual. Your probably not familiar with the car, but it was a 4 door sedan, with a 4V Cleveland, solid cam from factory, 3.25:1 diff gears, and rev limited to 145mph, with full factory warranty. It ran 11.5:1, actual valve timing was 40, 80, and 84, 36. Valve opening was either 0.494" on the low lift cam or 0.524" on the optional high lift cam. Interestingly enough, this works out to a 112°LSA. In my experience, Cleveland's love compression, Cleveland's love carburettor, and Cleveland's love load. I don't short gear them like I would a Chev. I've always had greater success with taller gearing, and wider ratios in the box, than I would run with Windsor's or Chev's. Personally I love to hear them load up and pull. One of my favourite combinations used to sound like a 6 litre Escort BDA motor. The intake staccato could be heard over the top of 3" open pipes. It sounded awesome, and it went hard. These are my personal experiences, but different combinations require different set-ups. So what I build, is different from what others build.
I just learned alot off of this. thankyou for sharing your knowledge. Would be an honor to meet you in person one day and be able to talk with you.
Thank you as well and what state do you guys live in?
@@benalamedaracing2765 New Jersey, not to far from atco raceway actually.
Good informative information on Ford heads that work, Thankyou,just a thought maybe you give Ford guys a few cam grinds that really work,David Vizard last week quoted a cam grind that gave increase of 100 hp, had to be bow tie of course
I would look into that and at this point I prefer my custom grinds from Isky and with off the shelf I prefer Anderson Motorsports grinds are the best I have tested and tried!
@@benalamedaracing2765 OK THANKYOU
Great video once again !!! Thank you Mr Alameda
Thanks!
Thanks for knowledge! Very important information!
Thanks!
So happy for him.
Terry, Thanks as well for supporting my channel.
@@benalamedaracing2765 I wish I could have come by your shop when I was recently visiting my family in Las Vegas. I lived there for 23 years.
Great job
Thanks Billy for your support!
Really liking all these videos especially the GT40 content because I’m working with gt40 heads and tubular intake on a mild setup.
Do you see a downside or gain with a Manley 1.95 intake and 1.60 exhaust valve on mildly ported gt40 heads vs. Manley 1.95 intake and 1.55 exhaust?
Upsizing the exhaust only. Are we losing or gaining anything on a mild build with stock 302ci engine with stock cam and bottom end.
Thx again Ben!
Street porting is best accomplished by 1.94 x 1.600 and it responds real good with this combo installed. I will expand on this subjects in the future that is for sure.
Ben thank you for all your tech info and your experience!! I have a question,I have a 306 carburetored, Edelbrock dual plane, flat top Pistons and GT-40X heads in my 1995 mustang street car, I'm sure my compression is to low with the aluminum heads but what is your thoughts on these GT-40x heads?
GT40X has good intake/exhaust ports for a non stroked 302 so I would not cancel them in any way. If you had like a mini dome computing to 11:1 or 11:5 you will have a very responsive engine that will surprise many!
Ben,thanks for responding back, yes that's the plan now after watching your videos.gonna be shooting for 11.5,my next step is selecting the rite cam! It's a 5- speed car with 373 gears and a 600 cfm Edelbrock carb..
That was confusing you said something about Yates heads SC one well you’re comparing them to E7 heads…. Where is the difference?
They are nowhere close to each other and the layout is vastly different! I explained it there you just have to look and listen closely.
Do the 11R TFS heads have the same intrusive spark plug boss as the older Twisted Wedge heads do? Thanks.
As far as I remember the last one I worked on it has a little bit more material in that spot to help with the cracking issues.
The SC1 head why did they do a smaller exhaust valve vs. The c3 and the brodix?
It is due to the SC1's "overdrawing" the intake charge column straight out to the exhaust! I explained this on my videos about making more power with a smaller exhaust valve.
I watched this video a week or two ago and then re-watched part 1 again today after watching your TFS twisted wedge VS Max out factory heads. This brings me to a question I thought of and you may have tried?? If a iron head is better for a lower CR engine Say 9.1 to 9.4 because of thermo efficiency, Would having your combustion chambers Thermo barrier coated on a aluminum head work just as well?? Thank you for all of your valuable info you are providing us.
I am sure with the heat coatings on the chambers/valves will give dividends for added power specially if it is also applied to the piston tops. The remaining concern is the overall aluminum heads dispersal of heat from the whole cylinder heads itself and then the iron head applies the same technique and it pulls up front again from what I believe perhaps anything lower than 12.5-13.1 compression ratios. Modern very high competition ratios will eventually bring the aluminum on top because of the high octane fuels combustion spikes which lends itself into too much heat, creating secondary ignition inside the piston/chambers.
@@benalamedaracing2765 Thank you for taking the time to answer my question.
I can see you working you hind end off to get 6 avg hp. We know quench is very important, but most street guys look for max hp no matter what, but imo what guys need is more tq from 2000 to 4000rpm even if they kill off 20 hp off at 7000 . I'm just guessing here.
Perhaps you are right on point of superior torque band across the rpm range specially if your car has some weight behind it! High horsepower on light cars is great but too much port/cam timing on a heavy car will be a disaster!
The SC1 heads in your video are the Edelbrock SC1 or Ford motorsport SC1 ?
Ford SC1's but the Edelbrocks are better specially for all out racing with cubic inches.
I need one single Ford SC1 head if you have one laying around? the one that I have is a Ford SC1 ported by Chapman and I need another one if you have one.
There usually is a stamped part number on it and it will usually be specific program of porting and valve size. It is best to get one from them with the same configuration and for sure it will be expensive. I do not have any at the moment.
A little off topic but what's your view quench chambered 2V Cleveland headed 302W for the street with an XE284H or similar, 5 speed and 3.5 gears in a falcon?
Thank you for your educational videos.
If you are talking about the Aussie heads that is an excellent street/strip project to start with! Can never say enough of a good thing about them.
@@benalamedaracing2765 That's it mate, thanks for your input.
@@benalamedaracing2765 Thank you sir, that's exactly what I was talking about but with a 4V intake, relieved and polished.
My street 70 Mach 1 with 351 4V close chamber heads. Sported a toploader 4 speed 11.1 with a very thin head gasket and ran a .640 solid roller and if I am correct a Crane 250/260 @ .050 on a 110lc. With 4.56 to as much as a 5.14's on the streets was awesome and the gears never gave me any low/mid range torque issues because of it! lol
I ran a Holley Strip Dominator with an 850 annular discharge DP Holley. I am trying to restore them now along with my 68 Cougar with the original engine still in it.
Ben, you said don't spray heavy nitrous with Twisted wedge because of spark plug boss, how much nitrous are you referring to in that instance?
I did stay away from the TW's for heavy use but if you are careful it can work except for that spark plug area even with boosts I weld them and put a little more aluminum thickness in that very spot!
@@benalamedaracing2765 thanks, I wouldn't be spraying more than a 150 shot, you think that is safe?
@@vrm86gt, should be no sweat and if there is a little cracking just fill in and make that section a little thicker and problem solve!
I have an old set of sbf heads I believe they are gt40 heads, is there a way to tell which gt40 heads I have?
It will have a 3 bar line on the front and back plus a GT designation on the sides by the corner head bolts. Good luck!
@@benalamedaracing2765 thankyou sir for all the knowledge you share.
How much would you charge me to spec out a cam for my 347 ? I could text you the specs of my engine and you can do your figuring and text the specs back to me and I have paypal and that would be super easy money😁 Then you wouldnt have to be bored to death listening to me talk 🤣😂🤣 you would really want to drink some vodka then 😜🍺🥃
Tex me the specs and did you ever flow test the heads and see where they peak? I have seen many that really fall short of numbers as advertised.