MEGA 5.0L FORD CYLINDER HEAD TEST-PT 3
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- Опубликовано: 16 июл 2024
- FULL SPECS, AIRFLOW AND DYNO DATA, WHO MAKES BIG HP? WHAT HEADS SHOULD YOU CHOOSE FOR YOUR HIGH-POWER 5.0L (SBF) BUILD? CHECK OUT THE RESULTS OF THESE HEADS IN PART 3 OF THE MEGA SBF HEAD TEST. WE COMPARED THE STOCK E7TE HEADS TO BIG-BOY COMPETITORS FROM AFR, TFS, BRODIX, DART AND EDELBROCK. HOW DID THEY ALL COMPARE AND HOW MUCH POWER DID THE STOCK IRON HEADS MAKE ON THE 393 INCH (351W) STROKER?
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Excellent information as usual Richard. It would however be very nice to see a final overlay of the aftermarket heads vs each other to be able to see that big picture...
I would like to see Yates C3 heads and other varieties.
I believe these tests were done at least 15 years ago, so retests or other combinations are unlikely. But he has recently done a great deal of SBF testing. I do want to see some Clevor heads, though, both Edelbrock and CHI.
It’s all about the power under the curve. Peak power is a narrow snapshot. Thank you for the way you present the full curve. YTM
yup. exactly why I wish he would have dropped a set of Cleveland heads in the mix to see what the sacrafice would have been. I wonder why we dont see so many boss 351 recreations
@@DavieJones_Lockr nowadays you can get windsor heads that outflow original cleveland 4v heads. Some by double!
Windsor blocks are also lighter and stronger. Easier and cheaper to build a 408w that makes 500 streetable hp.
@@johnb7430 - Clevor!
Richard Holdener, is there any way to make the *like button* smash automatically when you put out a new video? My poor old thumb is hurting cause ALL of your videos are *TOP NOTCH* & *THUMBS UP* worthy! Any gearhead would be very lucky to be able to work with you man.
thnx-high praise indeed-I'll see what I can do with the button
loving these SBF head tests Richard. I learn something new every time i watch one of your videos.
I really liked this test Richard, and particularly your honesty at the end about why you don’t post HP results in order.
The coolest thing for me was to see the stock heads on the engine first!
One can see how the factory engineers were focused on lower rpm torque...it shows up in all the tests to some degree but quite extremely with this one.
Cheers!
Another quality video sir. The new mic works great.
Great job, Richard! Love, the Ford stuff!
Super cool videos! Watching your videos inspires me to learn more about engines
Love your videos, they give me the big picture...so I can make the choise for MY application. 👍
Lets see some 4v closed chamber iron Cleveland heads on a 393/408 and compare them to these aftermarket heads on a Windsor block of course. Love they vids and the mic sounds great!
It’s interesting that the TFS R heads made the most hp and torque but showed a peak a few hundred rpm before the max run in the test while the AFR heads were still going up (a bit) at 6600. That cam was a pretty good match for these combos, but the AFRs might have liked to see 7000. The other comparison I can’t help but make is to an LS3 with a 469 cam-roughly 575 hp and 525 torque from 376 cu in and a 231 intake lobe vs the stroker 351’s 393 cu in and 248 intake lobe. Just shows what continued research and development can get you. Another great info-filled video! Thanks Richard!
Great videos Richard 📹 . I'd like to see a big cam with those "R" heads (and others) cause I think they'd do well 😀. Keep em coming 👍
YOUR JUST AN AWESOME DUDE! to provide all this helpful info😬
I know it may not matter to some folks....buuuut would be cool is MSRP for each head was listed. But, always a quality vid and the new mic works great.
COST WAS ACTUALLY IN THE ORIGINAL STORY (LONG AGO)
Sound is way better! Just like every video you put out is! And as always I am not surprised by the AFR or the TW R. They always seam to beat about everything else
The Brodix heads would be my choice. Once you shift at 6100 RPM, the torque shelf from the Brodix starts to mean a lot. Plus, 20 degrees less duration and a dual plane will turn it into a fun truck engine, especially with a 250 shot. In fact, I wanna see the port match on those Brodix heads. A bit of die-grinder action might be in order for that intake manifold.
The AFR and TFS heads would be a blast in a cobra kit car with a faceplated TKO-600.
Waiting for the next Mega SBF Cylinder head test. I am starting a 347 build and always wanted a Clevor (possibly a Boss 363?)but it seems other Windsor type heads might work as well without the .700 lift in the cam. I plan on a street/strip engine with Hydraulic roller cams and am seriously considering the Dart block. I like the 4 bolt mains and added block strength. This is a fine series and I am enjoying the information.
I'm guessing the TFS high heads at 0.500 was 254 cfm and not 354 cfm. Also excel tip - highlight the cells you enter the specs in, right click on one of the cells then select format cells. From there select text. This will show entries as they are entered. Example. it will show 1.60 instead of 1.6. That's my pandemic OCD talking.
Thanks for making these videos! Mic sounds good
Nicely done
Great stuff...and your new mic sounds way better :)
Good info. Thanks.
AWESOME 👍👍👍
I know it gets kinda busy when you overlay all the graphs, but i would like to see some comparisons between the aftermarket heads too, for example the TFS R vs the AFR 205, and some of your thoughs on the flow numbers vs horsepower, why did the AFR that had the best intake air flow and the best exhaust airflow didnt post the highest horsepower number?
Thank you sir
I totally get your comment about comparing peak HP for all of them. Even the info you have given in these tests cannot paint the full picture. It would be impossible to give a true analog for all the combinations. Each head would have to have the unique cam and all the other components tailored specifically to that head. Then, you would have to look at what you are actually building each one for since these heads all have a slightly different design philosophy, ie the relationship between torque / HP and where they fall in the RPM range. One other thing: can we all look at how incredible AFR stuff performs? It does not have the peak flow numbers like some of the other heads but it still came in second in peak numbers only to the full on TFS R heads. Jon Kaase once said he doesn't even like to post flow numbers because they are not even close to the most important factor to how a head will ultimately perform. Thanks for this incredibly detailed comparison. I cannot even picture how much work it was to put it together!!! Cheers!
Would like to see a PDF on the cylinder head numbers. Thank you for the new Ford stuff. 👍
First.
Would have been nice to have a shot of all the HP curves overlayed...
Ya. Awesome buddy. Down under. Australia we love ya work .... 286. RWHP. Blueprint 306. crate motor 67 fastback
Said it once on this channel and I'll say it again. AFR making awesome heads.
Wanted afr 185s for my 306 when i built it but summit had a sell and i payed 900 for my trickflows fully assembled so trickflow 170s it was lol.
@@socleanmx6 Nothing wrong with trick flow heads my man,they were one of the first on the 5.0 seen!!👈💯🔥
Richard...i love this test being a longtime 5 liter guy like yourself...my only Complaint... I too have a Soft spot for the TFS high ports...But i dont like when you compair "As Cast" heads against CNC ported heads...Especially when the high ports are Available CNC ported...
Apple's to Apple's...when ever Possible....👌🤷♂️👍
they were not avail CNC then
Right on
It would be interesting to see revs run out to at least 7000, if an engine is capable of being reliable at such higher revs then seeing how well it could breath at such revs seems appropriate.
Hey man I would like to see a camshaft shootout with the exact same engine and cam specs just flat tappet vs Roller, I would like to see what the power difference between the two would be just out of curiosity 😁 I've looked for a video like this and there is none so you would be the first one to do this
Would love to see the dyno graphs of test 1 and 2 all together. To really see what heads are good down low and how much better up top are they.
What about listing the average horsepower and torque for each head
Audio is clean. If you had an adsorber on the ceiling and wall reflection points, it would be better, but this is good enough.
Get you some Brodix Sbf Head Hunter heads and do some test with them.
Also would love to see what the difference can be between 2 of the same heads but up the compression.
I got a Ford Racing aluminum Boss 302 Block. Custom made Ross 12 1\2 to 1 compression. 4.125 size pistons. Scat 3.40 forged internally balanced crank. 5.4 forged H-beam Scat rods. Making a little 363. I got TFS TW R 225 heads. With crower solid roller cam springs 7.20 max lift. And a Crower custom grind solid roller cam 7.12 max lift. When TFS 1.6 1.7 stud mount roller rockers. With TFS R roller rocker girdles. TFS black box R upper with a Accufab 90 mm throttle body. TFS R lower ported and polished. TFS 44 lbs injectors TFS fuel rails. Weldon fuel pump with two Aeromotive fuel filters. Number 10 feed fuel line, and a number 8 return line. Kook 1 7/8 to 3 1/2 collector long tube. Kooks of road 3 1/2 X-pipe with Mac 3 inch turn down mufflers. No AC no power steering no pollution pump. Mezere electric water pump. 200 amp power Master alternator. March alternator pully and crank pulls with a March belt tensioner. Dynamic racing mighty might X6 C4. With all three bells and whistles. And a custom made TCI 5500 stall converter with a gear vendor overdrive kit. Cut and blanced Ford racing aluminum drives haft. And 373 gears. Fast 2.0 speed density stand alone. With data log and a progressive system for boost or Nitros. I have a direct injection NX shark nozzle 8 fogger system. With a 400 HP jets, going too shoot it in stages off the progressive system. Wheredo you think HP will be N/A and HP will it make on the spray. I know your not going to give me a accurate number. But a ball park figure. I would really appreciate it. Awesome videos I watch all your Ford powered engine videos.
Great video Richard!
Would be fun see a comparison between some China heads vs quality!🤪
He did that with SBC heads a while back. I would expect comparable performance DIFFERENCES (not absolute numbers) in SBF offerings.
More nova please... enjoy all your videos sir
More to come!
@Richard Holdener Are those vic Jr heads pn# 77179 the bare ones if so I have a set on a 302 stroked to 352cid. Its a .060 over forged dome piston with forged rods roller cam roller rockers with an 850dp with a 2 inch 4 hole spacer on a edelbrock rpm intake pn# 7121. Its pushing close to 13.0:1 compression its a hot little combo but im thinking about cutting some of the dome off the pistons
this was long ago
Heck yeah Rich!! You had the TFS-R heads in there too. Do you have a preference betweeen the High Ports or the TWS Rs?
I always enjoy the comparisons that you do. One question this brings up for me, is how the early Windsor heads compare? smog era 302 or 351w, are they equal to the base 5.0 head?
I enjoy when the average horsepower numbers are included but I know I can likely find these test online with that info if I go looking. You should start a website and start putting this stuff up there. :-)
Great content but could you make your spreadsheet cells narrower and zoom in?
The text is tiny on my tablet.
I just got to see this. thanks. BUT, there was the part 4 test , which was I remember from the magazine. the test on the 427.
do you think you could upload that for us Richard? I lost that magazine test long ago.
thank you
I love the tests but what happened to part 4?
i like the 306 cubic inch tests everyone knows strokers are gonaa make fat power even corked down with stock heads
Big intake valves make big power...what about Cleveland heads transplanted onto this Windsor? CHI? Probably good for another 50 hp.
The entire video I was hoping the notch in the piston was for a chi cleveland setup!
Those would be the last category if he did them.
no CHI-this was before they existed
Thanks for the great content. Canted valve stuff on the way, right?
NEVER DID THOSE-TOO HIGH END
@@richardholdener1727, I’m not clear on what you mean by “high end” but from all indications the level of curiosity about the substantial performance gains possible with canted valve (Cleveland) style small block heads is higher now than ever before. That’s probably because the availability of Cleveland based heads from sources in Australia and the States has never been higher.
The available options make them a good choice for all types of racing where pushrod V-8’s are allowed and the rules don’t specifically restrict their use because of their “unfair performance advantage” in competition against in-line valve heads.
Of course aluminum castings are plentiful in “as cast” and CNC versions along with brand new iron versions. 2-V and 4-V port and valve sizes offered in raised port versions with a good choice of intake port volumes up to 245 CC’s for serious small block builds. There are plenty of high end valve train components available including individual shaft mounted rockers.
I know it’s not practical for you to obtain examples of these heads for comparison along with dyno results but I would be glad to loan you a pair of the high port iron heads that were so popular in Pro Stock and NASCAR competition.
Mine were professionally modified by Larry Widmer at Endyn Inc. and includes an Edelbrock Scorpion single 4-V intake that has been extensively modified in the plenum with port wall extensions and specifically port matched to the iron heads. They are fresh with touched up valve seats and new guides along with new Crane springs for a solid roller cam.
If enough people were interested in seeing a real Cleveland head comparison done in your typically great manner, it would make a good RUclips video. Just need a few sets of good Cleveland heads on loan to make it happen....
Would have loved to also see the stock and gt-40 heads ported to see what they are capable of against the aftermarket.
THEY WERE TESTED IN PART 1
You need to run a canted valve head comparo.
HI, Rich....
Would your ever busy calebdar ( and spare budget) permit your assemblage/builds of the Cle-vor phenomema and tech?
back in rhe 80's i remember seeing 302 & the big W onversions using P.A.W. supplied Mexican blocks.
I don't remember any intakes to do it, though.
Thanks for the info...
BRIAN.
Richard the new mic is good, your room needs some treatments as the echo and reverb are still pretty strong. GIK Acoustics makes some inexpensive pannels that have a wife acceptance factor.
what is a wife acceptance factor
I like how Engine Masters does the average HP.
I did all that in the original story
How about average numbers for the whole rpm sweep? Kinda like engine masters competition did. Thank you for the info.
Was there a Pt 4? I couldn't find it.
I have a carb question. So on the 393 you had a holley hp 950 if I heard right and it performed great, looking at blow through carbs the cfm rating seems to be lower (750 or 850 on the CSU website). Can you explain why that is? Why are blow through carbs rated at a lower cfm but can make great power on boosted applications compared to a high cfm carb on an NA motor?
Wow, good show man! although, I think the days of combustion engines is limited since an electric motor can put out 850hp and torque from 0-100% and probably less headache to set up...
Trains running all over the country with electric motors, 0-100% torque...but they still have 3500 hp of diesel power under the hood to make the electricity to feed those motors. Anyways, look at Richard's face...the headache is part of the joy.
I think IC engines will be around another 20 or 30 years. Diesels may be the last to go, since they are vital to both trucking and heavy equipment and industrial use. It will be quite a while before an 80,000 lb semi can cover 600 miles on a charge.
@@kidsteach938 LOL fair point!
what was the compression Ratio !!!! ?
Great info- and while I understand your hesitance to list them in order of peak power, how about listing them in order of average power throughout the test range?
pick the power curve you want
@@richardholdener1727 thanks for providing the information. I do look forward to your videos 💪
The TfS high port heads are just meh out of the box in as cast form. But they really wake up with porting
But t they ended up a little better than an AFR 205 that is cnc ported
the afr was much better than the tfs hi port in this test
I was really expecting the AFR heads to do better. It wasn't surprising that the TFS-R won this group though. TFS has always been known as the head to have for small block Ford power.
Curious though....... Why the 392 instead of a 408?
its what I had
It appears that the TFS high port falls short of all the others in flow, aside from stock. Would probably work fine on a 306, 331, 347, or 351 though.
But remember the high ports are as cast, not cnc'd
Seeing this Ford stuff, have you ever done a SBF Clevor on the engine Dyno? I love the cleveland stuff and would love to see how a clevor does.
Yes. He’s done boss 302
Me too. He did a Boss 351 once, but it was all stock.
I'll have to look for the Boss 302 one. I saw the Boss 351C, I just like Cleveland stuff. Likely because I'm starting to collect parts to build one.
@@mkspeedlab9335 Rich can't compare Windsor and Cleveland/Clevor heads back to back on the same engine, cuz they require different piston notches.
I have done a number of Clevlands-including a CHI-3V-headed stroker
Mic is definitely better!!
Have u had any experience with the skip white heads? I'd be interested in a budget head and intake shootout
I have not
Part 2
I need some input.My little cousin has a 351 Cleveland stroked out to 408.He has the classic 4 v heads.He couldn't tell me what cam shaft is in it but has a Holley 750 double pumper.He had the motor built and says it did 602hp on the dyno.
I just can't believe that.
He says it's solid lift cam flat top pistons with 11 to 1 compression.
Don't see how that carb could feed it.
I have a 351w gt40 heads and a mild flat tappet cam and a 750 carb that works good with my set up.
Please respond with feed back I'm sure there are plenty of knowledgeable people out there that can agree or call b.s.
A 408 CAN MAKE 600 HP, BUT WITH STOCK 4V HEADS IT WOULD BE TOUGH
I’ll be honest, I was a little disappointed to get to group 3 and not see the WP Windsor Sr’s. I have a set for my 351W and I’m trying to determine if I’m on the right track, or if I need to go with a different set of cylinder heads. Otherwise great content!
Windsor Sr,lmao! Old technology brother!👈💯
I'm a chevrolet guy personally but this was super interesting to see the differences....... the only curiosity I've got now is what about throwing a set of Cleveland heads in the mix? im mostly interested in the LOSS of power that would be sacrificed to gain some power in the top end. I've heard so many stories about the Boss 351 being amazing but lacking bottom end, so why not see what it does on a 393 incher?
please see the Bosss 351 video
Davie Jones Lockr, as you probably know, the factory iron four barrel heads have massive 242 CC intake ports and 2.19” valves. The early 1969 Boss 302 Cleveland heads had even larger 2.23” intake valves. The Ford engineers obviously designed them for high rpm power without sacrificing very much lower rpm torque when combined with a well balanced combination of induction and cam components.
But the guys with the “bigger is better” mentality started using monster cam grinds without increasing the static compression or upgrading the intake or exhaust flow velocity. To make matters worse they would sometimes use the stock differential gear ratio instead of going with steeper gears to match the cams power band.
The results were a noticeable loss of low end torque. The problem has gotten worse in recent years with so many internet experts expressing their clueless opinions.
But with a well balanced selection of parts the loss of intake charge flow velocity and the resulting loss of low end torque can be avoided or kept to a minimum. As with most naturally aspirated engines with healthy cam grinds, the power band is moved up. But around 3000 rpms up to the typical 8000 rpm Cleveland redline, the power hits and keeps on building. Power is power but there’s a sound and feel unique to the Cleveland.
The Cleveland heads really come alive with the extra cubes of a 393 or 408 stroker drawing on them. When aftermarket aluminum Cleveland heads are combined with an aftermarket Windsor block (aka Clevor) with stroker displacement over 460 cubic inches, the power production is amazing.
There’s a good example here on RUclips and definitely worth checking out. It’s an Australian built Clevor posted by Fullboost. It’s a 461 featuring Higgins Cleveland heads and built by Dandy Engines in Melbourne. With a single four barrel carburetor running on 98 octane Aussie pump fuel it pulled 934 horsepower @ 669 lb/ft of torque. That’s all engine with NO power adders. On race fuel it pulled 979 horsepower @ 700 lb/ft of torque. It was built for a daily driven street car.
Australian Clevelands are popular like small block Chevys are here in the States. Badass for sure 👍.
@@richardholdener1727 , your results with the Boss 351 build were actually quite impressive. These guys throwing together a Cleveland with a bunch of randomly selected parts can’t understand what went wrong. Oh well.
And the beat goes on....
@@danielwilson6665 yeah I understand all of that already minus the Australian build...... my train of thought was more along the lines of since we have all these big power Windsor heads in play, it would be interesting to overlay a single cleveland pull in the mix because hey, same application, and the guy buying heads is probably wondering if it would be worth his time and money to travel the path less traveled. I wasnt asking for every version of the Cleveland style heads..... just a single line to show how different the same bottom end could act with just the top end swap.
@@DavieJones_Lockr, the Australian made CHI 3-V alloy head would be a great choice for canted valve heads to toss into the mix of Windsor heads for comparison. I believe Mr. Holdener has already posted his research results using the CHI heads. I wasn’t trying to cast any negativity towards the Windsor heads. There are some really good examples available. Since Cleveland style heads have the same cylinder bore spacing and head bolt patterns are identical to Windsor heads, they are a fairly straight forward bolt on with the ability to support big power numbers, they deserve an occasional mention when heads are being tested.
What is the result on running to much head on a motor? Such as running TFS 225 CNC heads on a 347? Is the best solution simply adding 21 lbs of Boost?
look at the LS3-big, high-flowing head on a 430-hp motor-also any HONDA motor (K motor flows 300 cfm)-works well
I cant seem to find part 4 of the head testing.
not up yet
Hey Richard I’m building a Frankenstein willys wagon prerunner with with triangulated four link in back and TTB front long travel coilovers I’m thinking of building a 408 SBF I’d like lots of torque and the ability to rev it out in all that loose dirt. Any recommendations?
desired power?
As much as possible on pump gas
Have you done any testing with Yates heads at all.
Aren't those Cleveland based?
@@donellmuniz590 no they are all their own from Yates Racing Nascar years, to look at on the bench you could mistake them for LS heads
What was your Silver State setup and what did it top out at?
with the r trim it went 193 (then blew up)
The AFRs are awesome. But knowing the Trick Flow Rs beat them.....I wanna know why. Was it port volume or chamber shape?
The AFR's were still climbing in power at 6600rpm. Love that power curve.
Probably valve location. Heads are flowed on more than 4 inch bore machines. The afr would have more wall shrouding than the flow bench would give it.
I was wondering how a big hydraulic roller cam would work with this combo instead of the solid roller.
I was also wondering if you might have any suggestions on what might be limiting a hydraulic roller from revving to its potential. Are pedestal mount 5/16" bolt rockers a limit? How about old factory Ford lifters?
I am running into this with my 351w with a Lunati Voodoo
20350712. I have the matching Lunati dual springs installed on my Blueprint (NKB) 190cc heads and 0.080" walled Trick Flow chrome moly pushrods.
Engine will only rev to 6000 rpm. I have seen on another channel where a guy with a 331 ran to 6500 with this cam retarded to eliminate the 4 degrees of advance that is ground in.
Duration @ .050 231/239
Gross Valve Lift: .571/.587
LSA/ICL: 110/106
RPM Range: 2600-6600
Springs 73100 Lunati: Dual With Damper ;O.D. Outer: 1.450" ;I.D. Outer: 1.076" ;I.D. Inner: .730" ;Coil Bind: 1.110" ;Seat Load: 125@1.850" ;Open Load: 325@1.250" ;Rate (lbs/in): 333
I have not checked the installed height of the springs. A friend that builds Mopars suggested I shim the springs so there is 0.030" clearance between the coils at max lift, but I have not checked my clearance.
Thanks.
It's a combination of both not enough duration and maybe not enough spring.
I suspect you need the next cam up in a 351w to run the 6600 and at least a 200cc head
A 190 on my 302 is a 6500 rpm head.
On a 351? Yeah 6000 is about right. Those springs it comes with aren't gonna get you to 6500 anyways the comp cams 987-16 lunatis etc are made for a 225 duration cam and I've seen ls1 guys run them to 6400
You need a spring with AT LEAST a rate of 400 and seat pressure of 145+ to do it
needs cam and springs
@@richardholdener1727 Thanks. How high do you think the Voodoo cam should rev with its recommended 333 lbs/in rate springs? I already have the cam and springs installed and was thinking it should rev over 6100 rpm. Also have you seen the pedestal mount's 5/16" bolts as being unstable over 6000 rpm?
Hi Richard. Any update on part 4?
ITS UP ALREADY
@@richardholdener1727 It wasn't labeled part 4 like the other videos so I missed it. Great content as always.
How about two graphs, #1 Torque for all PT-3 heads, #2 HP for all PT-3 heads ????
Any clevor setup stuff?
YES-THAT VID IS UP
So explain to me how you get an engine to breath on the intake port at .600 valve lift???????
whats wrong with .600 lift?
@@richardholdener1727 Nothing is wrong with .600 lift, but can you get any air into the cylinder at .600 lift???, thats my question
I really think you shoulda used the gt40p heads in all applications considering they are so easy to find at junk yards and woulda been a good application for a base comparison rather then these "stock" ones. Though its nice to see them too.
Average > Peak
1st
Average power, win races!
Title says 5.0 , but motor is a stroked 351 ?? Something seems off ?
THESE HEADS ALL FIT ON A 5.0L TOO
where is part 4?
not up yet
@@richardholdener1727 any idea when?
Still waiting lol
Paused at 4:10 to make a prediction after looking at the port flows: The AFR head will win, not because it has the highest intake flow, but because it has the highest exhaust flow. It outflows the second best exhaust port (DRT) by 10-14% from .25 to .70 lift.
Afterwords: Drat those Trick Flows! Beat the AFR's by 6 hp and 4 lb*ft.
The Rs were always good performers
Hope you test the TFS 225 HiPorts ! Those made ** 928RWHP ** on my Ford 363. Here's vid of the dyno pull :
ruclips.net/video/tRHLy38zsYE/видео.html
Where are the bougoy headed
?
Sorry, fat fingers, where are the Big Boy Heads . Test 4 can't wait!
So instead of following peaks why don't you give a overall max power gain? We aren't asking for max power we are asking for max overall gain to price. Give the people what they want.
I have a 392 with Vic jr heads and about the same cam it makes about the same hp and torque it is in a 88 turbo tbird. Now do a 426 hemi.
Personally I blame squirrels
But how about those thieving raccoons 🦝 !
😂
PIBß2
If the problem is missing babies then let’s put the blame where it obviously belongs.
IT WAS DINGOS THAT ATE YOUR BABIES.
SQUIRRELS are filthy scavengers that lurk in the shadows and eat the leftover scraps 🐿 🤮.
ĺĺ go if Dean goes...
If the 393 Windsor that I am building with the Edelbrock performer RPM heads 202 intake valve get anywhere close to 500 horsepower I will be very very happy. Thanks Richard you do great work.
depends on the cam use a 282hr from comp as a minimum