Man Ed is an endless wealth of information. I love listening to him. Too bad so many of the old geniuses like him have passed and not shared their knowledge in such a way.
When i had a garage when i was 20 yrs old i had an older gentleman stop by and he wanted to install a 500 Cadillac engine in his 1983 3+3 so we did it and that was a nice powerful pickup we had issues keeping it cool when he pulled a 3 car hauler but it was a nice swap for sure.
In the 80's I bought a used 67 Eldorado, a magnificent car. I was talking to a Cad mechanic one time, and he had a 70 Eldorado with the 500 motor, and when he held it down from take off, it felt like the front of the car was coming off hhen it went into second gear. The 500 had a 4 3/8 inch stroke and 4 3/8 bore. The torque reading was at 550 or more. My 67 had the 429 cu in motor with 360 hp. On a trip down south, I got 17 mpg. Pretty good for a 5000 pd car. I'd love to have another 67 Eldo.
I had nothing but problems with my 1978 425 ci engine in my coupe Deville, I went through 2 of them in less than a year. I changed the oil in them every 2500 miles religiously, never mattered. Awesome video, great job ED. You guy's keep up the great work.
Oh boy, that was a tough one! To be clear, Ed’s fondness of Cadillacs are the 472 and 500 high compression engines! Thanks so much for coming along with us we very much. Appreciate the encouragement!
Thank you Ed. I have an uncle Kevin who worked at the Chevy proving grounds . Always wanted him to share with us. I don't know the for sure reason why but he couldn't. Once again thank you for sharing.
Fortunately these days, there are purpose built stroker cranks for the 302/ 5.0 Ford. And basically all old school engines have stroker cranks available....Ford, GM and Mopar. The Ford FE engine started out with a 331 cubic inches, but with available stroker cranks , can be stroked to over 480 cubes.... depending on which block is used. Even more when using SOHC heads... over 500 inches.
I don't know if you mentioned it, but in some cases, it is ideal to have a 4-2-1 header instead of 4-1. However, you don't see many on V8 engines. Many inline sixes get a 6-2-1 for the same reason. You may have heard of a twin scroll turbo. Imagine it as the turbine snail acting as the 2-1 collector in an engine with a 4-2-1 or 6-2-1 exhaust. The Dodge Cummins Turbo Diesel from 2002 and earlier is probably the most common example you may encounter. The iron log exhaust has two 3-1 collectors above the turbo flange. Twin scroll turbos are seen on many of the famous rally cars, but I don't know if there are many rally car enthusiasts here. I never heard of people offset grinding cranks to use Ford Escort rods. I have read of a lot of people doing it with Honda rods that has a 1.888 inch journal. I do not remember what Honda they got it from. The H22 and K24 have 1.888 journals. 21:31 Even with an OHV engine, there can be a certain degree of concern. It's why you'll see deeper valve reliefs in some performance pistons, stock pistons valve reliefs are based on the needs of the stock cam. Some stock engine designs didn't even need any valve reliefs, but when building those with a performance cam, valve reliefs were part of the piston. In timing belt engines, some compromises are made to create a non interference engine. A non interference engine is a timing belt engine where if the belt goes boom, the valves still will not crash into the piston. Nissan built all their V6 engines that way. When Ford bought the Nissan VG30E/VG33E engine to build the Mercury Villager, they made some design changes to make it non interference. Nobody in my family knew what a timing belt was until 1994. It went boom in mom's 1985 Nissan Maxima. I loved that car even though many things sucked about it. I am certain it is why when I was 5, I wanted a Nissan 300ZX Twin Turbo when it went on sale. Nissan sixes are great, but the vehicles they end up in are hit or miss.
David Vizard says most headers are wrong, because i think the firing order of say a sbc has 5 and 7 and 8 and 4 firing right after each other, 2 on the drivers side, 2 on the passenger side causing chaos in the collector, if you check on the degrees of firing between all the cylinders, it goes something like this 90..180 .270 ..90, etc.I think.Daivid is right because of this, some pipes need to be longer, some shorter to delay or speed up the reflective waves in the pipes to more finelly tune them to each cylinder.
Don't forget that each cylinder has different intake flow and scavenging. That's where the bundle of snakes headers make a difference. But theyre complex and huge.
Would you ever ask Ed about the things that HE knows about the IH 345 in a semi performance application, like an “off-road trail buggy”. I’m curious about that because the most performance parts that I have ever been able to find were headers by a few manufacturers and a few camshafts. I had to go to a heavy factory intake from a dump truck for a 4V intake. There’s just not that much in the way of HI-PO that “I” have ever had luck tracking down. 😢
@@BarryTsGarage And I forgot the one other thing that I found. A Comp Cams in 2 different grinds. The most performance is that of the most radical: a 268H grind. Just BARELY lumpy.
Ford's car were originally made to run on alcohol then with Rockefeller oil he made them run on both flex fuel. You adjust levers on the steering wheel for timing and fuel. Ask Ed about it next time..
Don't forget the diesel engine was junk in those days and it used a BOP bell housing bolt pattern, not a Chevy bolt pattern, so it was an Oldsmobile engine, these Buick Oldsmobile Pontiac BOPs bolted right in the Chevy trucks very easily without changing the transmission or transfer case that's why you see a lot of 350 rockets in pickup trucks
366 tall Deck Big block Chevy engine was very good in a two-wheel drive half ton truck pulling a car trailer you couldn't ask for a better engine Don't forget it and you can buy these engines for like $100 right now
i have to disagree on ford crankshafts bieng weak, compared to what i have had stock sbc cranks crack from daily driving.the metal they used in stock ford 302 and 351w from my experience and knowledge are actually very atrong in stock form.stronger then sbc anyhow.
In my belief you just put in the 400 stock bearings in the block then the 350 one right over the top, I don't like the idea of it, maybe I'm wrong, you can buy the crank with large main journals now for a reasonable price
@@stevemabry6718 the bearings have the alignment groves so I'm not sure if that will allow for stacking bearings in that way. My personal preference would be to have one piece of bearing material on each side to resist spinning the bearings.
I have a 67 mustang and I used to run a c4 with 11-in converter and the thing acted cuz it was built 351 Cleveland in front of it kind of like a quad you get going and all sudden it just take off out from under you it was wonderful well I blew that up because I whipped on it cold and anyhow long story short I balloon a converter and destroyed the trans so I put an FMX in with a stall speed converter now it kind of acts different because it's a big lift cam so it it does what it does but long story short The thing has a 290 gear differential and in the c4 configuration it couldn't drag race from light to light or either way the car goes stupidly fast on the highway so this little discussion is kind of sort of hell I built my car cuz I didn't really care about racing like to light I want to top speed I think the highest speed I hit was 160 maybe higher net so this discussion is the same kind of principle I built that car for
I want an Ed Smith speed shop hat .
You can find it on eBay, search up BarryTS
Man Ed is an endless wealth of information. I love listening to him. Too bad so many of the old geniuses like him have passed and not shared their knowledge in such a way.
👍👍🙏
Experience as no substitute.. and hearing it from the man can’t be better… just love Ed’s video. Priceless…
As a 70 year old retired mechanic it is an absolute pleasure to watch your interviews*****
Awesome - thanks for letting us know. 👍
The best tow pig I ever had was a 84 c30 we stuck a 455 Olds rocket in it torque for days
Ed has seen it all 😎 love listening to him tell his stories 👍
Thanks!🙏
When i had a garage when i was 20 yrs old i had an older gentleman stop by and he wanted to install a 500 Cadillac engine in his 1983 3+3 so we did it and that was a nice powerful pickup we had issues keeping it cool when he pulled a 3 car hauler but it was a nice swap for sure.
This is pure joy, great stories and amazing knowledge, Thanks do much.
Glad you enjoyed it!
In the 80's I bought a used 67 Eldorado, a magnificent car. I was talking to a Cad mechanic one time, and he had a 70 Eldorado with the 500 motor, and when he held it down from take off, it felt like the front of the car was coming off hhen it went into second gear. The 500 had a 4 3/8 inch stroke and 4 3/8 bore. The torque reading was at 550 or more. My 67 had the 429 cu in motor with 360 hp. On a trip down south, I got 17 mpg. Pretty good for a 5000 pd car. I'd love to have another 67 Eldo.
Those were some great cars 👍
We've a 500 eldo out back that will probably go to scrap. Running well when parked.
There's a sedan too, I think it's a 500.
@@hotrodray6802 where you located?
I had nothing but problems with my 1978 425 ci engine in my coupe Deville, I went through 2 of them in less than a year. I changed the oil in them every 2500 miles religiously, never mattered. Awesome video, great job ED. You guy's keep up the great work.
Oh boy, that was a tough one! To be clear, Ed’s fondness of Cadillacs are the 472 and 500 high compression engines!
Thanks so much for coming along with us we very much. Appreciate the encouragement!
Thanks to both of you for taking the time to do this. The videos are great!
We really appreciate it!
My favorite channel. You guys rock
You are too kind!
I used an A/C condenser as a transmission cooler in my '56 Chevy with its 425 Buick nailhead. Transmission always ran cool as a cucumber.
That’s a great idea!
They can be too cool and never kill condensation. I discovered that with a rusty dipstick.
@@hotrodray6802 ... Transmission condensation isn't much of a problem in the phoenix valley zone.
I remember those pans with the tubes. Always thought it was a great idea
Thank you Ed. I have an uncle Kevin who worked at the Chevy proving grounds . Always wanted him to share with us. I don't know the for sure reason why but he couldn't.
Once again thank you for sharing.
👍👍Thanks for your comment
Ed is a treasure. Great guy.
Agreed 👍
Fortunately these days, there are purpose built stroker cranks for the 302/ 5.0 Ford.
And basically all old school engines have stroker cranks available....Ford, GM and Mopar.
The Ford FE engine started out with a 331 cubic inches, but with available stroker cranks , can be stroked to over 480 cubes.... depending on which block is used. Even more when using SOHC heads... over 500 inches.
I don't know if you mentioned it, but in some cases, it is ideal to have a 4-2-1 header instead of 4-1. However, you don't see many on V8 engines. Many inline sixes get a 6-2-1 for the same reason.
You may have heard of a twin scroll turbo. Imagine it as the turbine snail acting as the 2-1 collector in an engine with a 4-2-1 or 6-2-1 exhaust. The Dodge Cummins Turbo Diesel from 2002 and earlier is probably the most common example you may encounter. The iron log exhaust has two 3-1 collectors above the turbo flange. Twin scroll turbos are seen on many of the famous rally cars, but I don't know if there are many rally car enthusiasts here.
I never heard of people offset grinding cranks to use Ford Escort rods. I have read of a lot of people doing it with Honda rods that has a 1.888 inch journal. I do not remember what Honda they got it from. The H22 and K24 have 1.888 journals.
21:31 Even with an OHV engine, there can be a certain degree of concern. It's why you'll see deeper valve reliefs in some performance pistons, stock pistons valve reliefs are based on the needs of the stock cam. Some stock engine designs didn't even need any valve reliefs, but when building those with a performance cam, valve reliefs were part of the piston. In timing belt engines, some compromises are made to create a non interference engine. A non interference engine is a timing belt engine where if the belt goes boom, the valves still will not crash into the piston. Nissan built all their V6 engines that way. When Ford bought the Nissan VG30E/VG33E engine to build the Mercury Villager, they made some design changes to make it non interference.
Nobody in my family knew what a timing belt was until 1994. It went boom in mom's 1985 Nissan Maxima. I loved that car even though many things sucked about it. I am certain it is why when I was 5, I wanted a Nissan 300ZX Twin Turbo when it went on sale. Nissan sixes are great, but the vehicles they end up in are hit or miss.
You guy's put out a good show. Going to try to see them all... thanks!
Thanks so much, glad to hear it!
Always enjoy your show.
Thanks for watching! Glad to have you along!
David Vizard says most headers are wrong, because i think the firing order of say a sbc has 5 and 7 and 8 and 4 firing right after each other, 2 on the drivers side, 2 on the passenger side causing chaos in the collector, if you check on the degrees of firing between all the cylinders, it goes something like this 90..180 .270 ..90, etc.I think.Daivid is right because of this, some pipes need to be longer, some shorter to delay or speed up the reflective waves in the pipes to more finelly tune them to each cylinder.
Very interesting - I get it and you explained it well. I’m going to ask Ed what he thinks about it 👍 Thanks
Don't forget that each cylinder has different intake flow and scavenging.
That's where the bundle of snakes headers make a difference. But theyre complex and huge.
I look forward to seeing y'all's videos
Brilliance 👍👍
Love to hear about his 6 cylinder Ford stuff.
I’ll ask Ed some more about that - there’s a lot of history yet to present. 👍
Good morning all. Happy new year. Thank you again for these nice videos. :-)
Thank you Barry and Ed! I have that same flannel shirt lol. Great minds think alike
👍👍🤣
Would you ever ask Ed about the things that HE knows about the IH 345 in a semi performance application, like an “off-road trail buggy”. I’m curious about that because the most performance parts that I have ever been able to find were headers by a few manufacturers and a few camshafts. I had to go to a heavy factory intake from a dump truck for a 4V intake. There’s just not that much in the way of HI-PO that “I” have ever had luck tracking down. 😢
Ok - that’s different and interesting - I’ll ask Ed 👍
@@BarryTsGarage And I forgot the one other thing that I found. A Comp Cams in 2 different grinds. The most performance is that of the most radical: a 268H grind. Just BARELY lumpy.
Ford's car were originally made to run on alcohol then with Rockefeller oil he made them run on both flex fuel. You adjust levers on the steering wheel for timing and fuel. Ask Ed about it next time..
Ed is so cool. I want hat too
Check it out on ebay - search for barryts 👍
Derale's Transmission Cooling Pans
Motor trend TV should recruit you. You make a good show.
Appreciate the feedback! 👍
Great show, you guys talked about my comment on the E altered car.
Thx.
Thanks, I always appreciate it when you guys come up with some great questions!
Thank You 💪
I appreciate you both for your time and comments
Thanks !
Old guys have knowledge
Thanks again
I never stop appreciating it 👍
I have to say that Truck'N Caddy engine really is an intriguing topic... oh my... could we see pictures of that?? :-)
I’ll ask Ed if he has any 👍
25 yrs ago a friend had a 500 pickup and another 403 olds pickup.
Don't forget the diesel engine was junk in those days and it used a BOP bell housing bolt pattern, not a Chevy bolt pattern, so it was an Oldsmobile engine, these Buick Oldsmobile Pontiac BOPs bolted right in the Chevy trucks very easily without changing the transmission or transfer case that's why you see a lot of 350 rockets in pickup trucks
366 tall Deck Big block Chevy engine was very good in a two-wheel drive half ton truck pulling a car trailer you couldn't ask for a better engine Don't forget it and you can buy these engines for like $100 right now
TOP SHELF GUYS!!💥💪
AUSTRALIA!!🤍💙❤️👊
Thank you! Cheers!
Difference between a 327 crankshaft and a 350 crankshaft?
That's a great question - I'll ask Ed!
327 has a 3.25" stroke and a 350 is 3.48" stroke.
283/302's are 3.0"
next time ask what is his thoughts on the pete jackson timing gears robbing HP compared to a double roller timing chain?
Great question - on the list of things I’ll ask Ed 👍
Does Mr Ed have any of his hats for sale
Yes - go to ebay and search barryts - thanks!
@BarryTsGarage thanks little buddy hope u and Mr Ed had a Merry Christmas and a Happy New Year
i have to disagree on ford crankshafts bieng weak, compared to what i have had stock sbc cranks crack from daily driving.the metal they used in stock ford 302 and 351w from my experience and knowledge are actually very atrong in stock form.stronger then sbc anyhow.
I’ll ask Ed about that 👍 - it might be something related to racing and not a daily? Thanks
Does Ed have any recollection of the part number for the main bearings that allow him to fit the 350 crankshaft in the 400 main journal?
I’m sure he does, I will ask Ed
In my belief you just put in the 400 stock bearings in the block then the 350 one right over the top, I don't like the idea of it, maybe I'm wrong, you can buy the crank with large main journals now for a reasonable price
@@stevemabry6718 the bearings have the alignment groves so I'm not sure if that will allow for stacking bearings in that way. My personal preference would be to have one piece of bearing material on each side to resist spinning the bearings.
I feel like I’m seeing Ed O’Neil, waiting for Peg, to walk in and interupt
❤❤❤❤❤
I have a 67 mustang and I used to run a c4 with 11-in converter and the thing acted cuz it was built 351 Cleveland in front of it kind of like a quad you get going and all sudden it just take off out from under you it was wonderful well I blew that up because I whipped on it cold and anyhow long story short I balloon a converter and destroyed the trans so I put an FMX in with a stall speed converter now it kind of acts different because it's a big lift cam so it it does what it does but long story short The thing has a 290 gear differential and in the c4 configuration it couldn't drag race from light to light or either way the car goes stupidly fast on the highway so this little discussion is kind of sort of hell I built my car cuz I didn't really care about racing like to light I want to top speed I think the highest speed I hit was 160 maybe higher net so this discussion is the same kind of principle I built that car for
Sounds like a lot of fun!