@@hotrodray6802 I appear to have missed it, too (on the David Vizard Performance channel). There was only one follow-up video that I've found. I wonder whatever happened to the test of all the other heads?
FYI, with the stock E7 heads at least, you can absolutely remove and install all the lifters with the heads in place. I've done it many times, even with a decked block and slightly milled heads.
I've never had to worry about clearance when installing and removing roller lifters or flat tappet. I think lots of people get their Chevrolet knowledge confused with Ford.
Awesome stuff. So nice to see something that's not LS or Coyote based. As bad as the stock E7 heads are, the '86 heads were even worse. Really looking forward , as usual, to the rest of this series.
It would be cool to check out the GT40 and GT40P heads as well. After you check out the small block Windsor heads adapt a set of Cleveland and see what they do.
I've never actually seen a Cleveland in person... I've seen 351 Windsor of course and the 400m and I've seen multiple versions of the FE engines 360 390 and I've seen 460s I've seen different versions of 427s and 428 I think it was I've seen 352 289... of course all of the newer modular engines... Flat heads...ollllllddddddd model A ? Maybe 4 cylinder that we struggled with the water pump packing... one thing I found out on that one was that whatever provides spark hurts more lol...but never have I seen a Cleveland....
@@bentboybbz There is no such thing as a 400M. The 335 family is the 302C (Australian), 351C, 351M, or 400. It’s nitpicking, but that’s what they are. I am building a 1970 351C that has a 4.020 bore and 4 inch stroke (all forged internals). With good AFD or CHI heads (haven’t decided yet), it should make great power.
Try a plastic 2 inch 4 hole spacer on a divided intake with the passenger side divider cut out so it presents an oval to that side. Leave the holes alone on the driver side. It seems to equalize the plenums, because there is a short depth on the pass, side.Honest 20 hp.gain on dyno w, 400 sbc plus need to jet up some !!
So, this base line engine is a STOCK roller type short block, blue printed, has longer Chevy rods, non-dished Chevy pistons, thin rings, and a Jones tight LSA street cam, STOCK E7 heads with a good valve job. OK I'm in. 👍👍👍😎😎 Edited: I hate it that I didn't get to buy the CS/DV blue 289 heads at the sale for $800.
What are the part numbers of the reciprocating assembly parts? What are the journal diameters? What rod length? Is the pin moved up pretty high in the bore?
King David! We found another Aerospace Engineer Ben Alameda - Las Vegas NV Ben Alameda Racing I don’t think Ben knows about your IOP yet. I’m going to ask him:)
@@kiweeltyler3586 David Vizard Performance. DV's youtube partner died and youtube wanted death certs and such for him to move the channel into his name. It was easier to start a new one.
Ford Australia were building 5.6 liter engines like this from 2001 Ford Explorer GT40P engines...locally made 50 Oz unbalance 3.4" stroke, 5.35" rods, 1.169 compression height Mahle pistons. The team reverted from Alloy Y302 heads to CNC ported iron GT40P heads...used because Ford got a better result, 227 CFM intake at 500 thou, from just port work verses 212 CFM stock. DVs E7 TE heads are way beyond these Tickford FTE GT40P figures, even those 5.6 liter engines made a factory 335 HP Net, 385 HP SAE gross EFi engine with 369 lb-ft torque net.
@@quintonnava1441 Yes and No aren't words that work with 1968 to 2002 302 non canted Valve engines. Especially with big exhaust valve GT40 heads which don't have small exhaust valves like factory US market stock GT40P heads have. Piston to valve clearance is compromised on certain Standard Output and High Output engines. 86 HOs, any A, D or K code with higher compression, the exhaust valve gets really close, so it's always "Test and Verify Piston to Valve Clearances before final assembly". The E7 TEs modified are a better first choice, but I've got pictures on Four Eyed Pride of PTV collisions just from valve float.
@@deanstevenson6527 definitely have heard about interference engines. Its a 84 mustang with a 302 out of an 87 mustang. Just trying to find big power without tearing the engine apart.
@@quintonnava1441 You should be great on a 84 HO 4bbl block with the GT40 and E303. The head and cam choice is sub-optimal, and you'll be better served with link bar lifters and spending money on a cam profile that matches a better flowing cylinder head. The E7 TE end point is about 240 CFM from memory. The 94 HP gain is from a matching of all aspects on Head, Cam, Intake, rocker, con rod and piston flame travel and quench optimisation.y suggesting is to hold off untill you Bench race what you think you can afford, verses what David is suggesting as a whole combo. The E303 is a very latent cam compared to a cam that matches the total flow and cylinder filling requirements. You probably won't even have to move to a roller cam if you match your combination better. Have a nice day 🥝✔️.
What I’d like to see is the cost you would charge a customer for these heads (you mentioned $4k at one point in video) along with power they produce vs what an off the shelf aluminum head (thinking TFS 170 or AFR165) would do.
Modifying iron heads is for stealth or classes that require factory iron. 100 hrs porting and then valve labor ain't cheap. Hence the $4,000 price tag.
@@hotrodray6802 I get it if you have to for racing but I struggle with the stealth thinking, you spend $4,000 on iron heads and run like an aftermarket continuous no one believes you have stock heads. Not to mention that you modified your stock head you know the same as changing for aftermarket so whats the appeal?
Power is torque with a speed factor. An electric motor or steam engine has maximum torque at practically zero rpm. If the applied load it's not being unbraked ( that is, un-loaded) , it's not producing any measurable, or assessable power. This is why a Dynomamoter is called a Brake..Ie, Brake Horsepower. Force equals Mass times Acceleration and acceleration is feet per second, every second, ft/sec²
@@deanstevenson6527 yup...with out tq you're not accelerating. Hell you can't even maintain speed with out tq. Hence hp is just a calculation. On top of that tq can be multiplied.....because it's real. Best way to explain more hp is more tq @ rpm.
I asked this question on a "live" you were on and I asked if the IOP covered big block Mopar and you said not yet but it was being worked on. How is the progress going?
anything that doesn't kill vacuum. if you use the classic long runner intake, then aim for a cam that makes power before 4,500 rpm when it typically runs out of air.
WHAT ABOUT THE GT40 AND GT40P HEADS THAT EVERY FORD GUY GOES TO FOR CHEAP POWER, ANY MODS YOU CAN DO TO THOSE TO MAKE MORE POWER THANKS GUYS GREAT VIDEO
He had an old channel that he lost access to and all the videos haven't been moved over to this channel. If you search youtube for " David Vizard's PowerTec 10 EP 31 SBF factory iron heads " it will go to the old channel and the video you want.
What detroit are you working on and have you done anything with it? I have two 12.7s, a 53 store and a 71 series. And have been debating if there isn't anything that could be done during a build.
Back when i was messing with my 90 Mustang I thought this way until I bolted a set of aluminum heads on, gains blew away anything my ported, larger vlv’d and 5 angle vlv job E7 gave me. That was out of box imagine if i worked on them.
You mentioned the TFS heads which heads were you speaking about the Twisted Wedge or the High Port ? I'm very interested in seeing any information that You have to share with Us on the TFS Twisted Wedge Head's. Thank You for anything that You can share. 🇺🇲🇵🇷🦊👍
It breaks my heart to see that beautiful young lady at the end of the videos. Strength to the family and friends. I’m so sorry.
Love his information and willingness to share,,what a blessing to us!
I'm really looking forward to the rest of this series.
I guess I missed this the when it was posted a couple years ago. 😳
@@hotrodray6802 I appear to have missed it, too (on the David Vizard Performance channel). There was only one follow-up video that I've found. I wonder whatever happened to the test of all the other heads?
Thank you greatly DV and Andy!
Found it Charles and subscribed! Looking forward to hearing more from you about the secret Olds stuff!
Love the new content with you and Andy! Thank you so much for sharing your knowledge
FYI, with the stock E7 heads at least, you can absolutely remove and install all the lifters with the heads in place. I've done it many times, even with a decked block and slightly milled heads.
came here to say that. Swapped a cam in a roller Ford with E7 heads, lifters out and back in with no issue.
I've never had to worry about clearance when installing and removing roller lifters or flat tappet. I think lots of people get their Chevrolet knowledge confused with Ford.
MOST of these heads do not have the clearance.
Awesome stuff. So nice to see something that's not LS or Coyote based. As bad as the stock E7 heads are, the '86 heads were even worse. Really looking forward , as usual, to the rest of this series.
Very interested in this series.
David I would like to see you do the 302 Ford tunnel Port heads especially the work on the exhaust
Why. They were junk way back then. Haven't changed
First 302 i built.... i was so fn mad as i torqued the heads on.. was enjoying life. Went to put the lifters in, and had an immediate stroke
I didn't realize there is so much science available in these engine mods and part choices.
Everybody wants the results by just buying stuff off the net recommendations.
Nice job! I learned on my 5.0 the importance of putting the lifters in before the heads the hard way.
Only if using '84 or earlier heads.
Unbelievable achievements
Has a follow up video with the ported heads been posted yet?
Mind blowing stuff here. My brain gears hurt.
You should do one on a bbf
Hi David. Did you ever do a video about, or detail your roller lifter mod in any of your books? Regards Greg
Is there a part 2 ?
What date did it appear ?
It would be cool to check out the GT40 and GT40P heads as well. After you check out the small block Windsor heads adapt a set of Cleveland and see what they do.
I've never actually seen a Cleveland in person... I've seen 351 Windsor of course and the 400m and I've seen multiple versions of the FE engines 360 390 and I've seen 460s I've seen different versions of 427s and 428 I think it was I've seen 352 289... of course all of the newer modular engines... Flat heads...ollllllddddddd model A ? Maybe 4 cylinder that we struggled with the water pump packing... one thing I found out on that one was that whatever provides spark hurts more lol...but never have I seen a Cleveland....
@@bentboybbz There is no such thing as a 400M. The 335 family is the 302C (Australian), 351C, 351M, or 400. It’s nitpicking, but that’s what they are. I am building a 1970 351C that has a 4.020 bore and 4 inch stroke (all forged internals). With good AFD or CHI heads (haven’t decided yet), it should make great power.
Try a plastic 2 inch 4 hole spacer on a divided intake with the passenger side divider cut out so it presents an oval to that side. Leave the holes alone on the driver side. It seems to equalize the plenums, because there is a short depth on the pass, side.Honest 20 hp.gain on dyno w, 400 sbc plus need to jet up some !!
So, this base line engine is a STOCK roller type short block, blue printed, has longer Chevy rods, non-dished Chevy pistons, thin rings, and a Jones tight LSA street cam, STOCK E7 heads with a good valve job.
OK I'm in. 👍👍👍😎😎
Edited:
I hate it that I didn't get to buy the CS/DV blue 289 heads at the sale for $800.
I did the heads, 100 hours of porting. They are no where near stock. Thanks
What are the part numbers of the reciprocating assembly parts? What are the journal diameters? What rod length? Is the pin moved up pretty high in the bore?
King David!
We found another Aerospace Engineer
Ben Alameda - Las Vegas NV
Ben Alameda Racing
I don’t think Ben knows about your IOP yet.
I’m going to ask him:)
Ben is a bad ass and his channel is great!
I've recently started watching his videos. His info is definitely worth watching
Id like to see these applied to GT40/GT40P heads
Mr.Vizard, read your pinto motor book in the 70's. A burning question; why are exhaust ports flow tested backwards?
Are we ever going to see all the test results for the rest of the cylinder heads?
11/24
Haven't found them yet.
Congrats on getting past the 1/2 way mark on recovering subs from the old channel.
There was an old channel?
@@kiweeltyler3586 David Vizard Performance. DV's youtube partner died and youtube wanted death certs and such for him to move the channel into his name. It was easier to start a new one.
So where can I get these E7 ported heads? I want some that are ported by Charlie.
Hey DV any chance of pt2 and the mods done?
A year later...has part 2 been released?!?
Not that I can find.
You are the man!!
Thanks and they should call you David Wizard.
Why has this series not been finished?
I need this knowledge...
Ford Australia were building 5.6 liter engines like this from 2001 Ford Explorer GT40P engines...locally made 50 Oz unbalance 3.4" stroke, 5.35" rods, 1.169 compression height Mahle pistons. The team reverted from Alloy Y302 heads to CNC ported iron GT40P heads...used because Ford got a better result, 227 CFM intake at 500 thou, from just port work verses 212 CFM stock. DVs E7 TE heads are way beyond these Tickford FTE GT40P figures, even those 5.6 liter engines made a factory 335 HP Net, 385 HP SAE gross EFi engine with 369 lb-ft torque net.
@@deanstevenson6527 on a stock 302 block and stock internals, would gt40 heads and b303 cam work together?
@@quintonnava1441 Yes and No aren't words that work with 1968 to 2002 302 non canted Valve engines. Especially with big exhaust valve GT40 heads which don't have small exhaust valves like factory US market stock GT40P heads have. Piston to valve clearance is compromised on certain Standard Output and High Output engines. 86 HOs, any A, D or K code with higher compression, the exhaust valve gets really close, so it's always "Test and Verify Piston to Valve Clearances before final assembly". The E7 TEs modified are a better first choice, but I've got pictures on Four Eyed Pride of PTV collisions just from valve float.
@@deanstevenson6527 definitely have heard about interference engines. Its a 84 mustang with a 302 out of an 87 mustang. Just trying to find big power without tearing the engine apart.
@@quintonnava1441 You should be great on a 84 HO 4bbl block with the GT40 and E303. The head and cam choice is sub-optimal, and you'll be better served with link bar lifters and spending money on a cam profile that matches a better flowing cylinder head. The E7 TE end point is about 240 CFM from memory. The 94 HP gain is from a matching of all aspects on Head, Cam, Intake, rocker, con rod and piston flame travel and quench optimisation.y suggesting is to hold off untill you Bench race what you think you can afford, verses what David is suggesting as a whole combo. The E303 is a very latent cam compared to a cam that matches the total flow and cylinder filling requirements. You probably won't even have to move to a roller cam if you match your combination better. Have a nice day 🥝✔️.
CANT WAIT
What size valves did you place in the heads you modified?
Like to know which Chevy pistons & rod combo was used
What compression ratio was used, and what kind of fuel?
What I’d like to see is the cost you would charge a customer for these heads (you mentioned $4k at one point in video) along with power they produce vs what an off the shelf aluminum head (thinking TFS 170 or AFR165) would do.
Modifying iron heads is for stealth or classes that require factory iron. 100 hrs porting and then valve labor ain't cheap. Hence the $4,000 price tag.
@@hotrodray6802 I get it if you have to for racing but I struggle with the stealth thinking, you spend $4,000 on iron heads and run like an aftermarket continuous no one believes you have stock heads. Not to mention that you modified your stock head you know the same as changing for aftermarket so whats the appeal?
Ok, what about the stock block crackin at 500hp?????? Ive already tossed 3 stock ford blocks.
Most people don't realize....tq is power. Hp is just a calculation.
Power is torque with a speed factor. An electric motor or steam engine has maximum torque at practically zero rpm. If the applied load it's not being unbraked ( that is, un-loaded) , it's not producing any measurable, or assessable power. This is why a Dynomamoter is called a Brake..Ie, Brake Horsepower. Force equals Mass times Acceleration and acceleration is feet per second, every second, ft/sec²
@@deanstevenson6527 yup...with out tq you're not accelerating. Hell you can't even maintain speed with out tq.
Hence hp is just a calculation.
On top of that tq can be multiplied.....because it's real.
Best way to explain more hp is more tq @ rpm.
What are the rod and piston specs for this engine?
I asked this question on a "live" you were on and I asked if the IOP covered big block Mopar and you said not yet but it was being worked on. How is the progress going?
I wonder what cam will work with Fox fuel injection.
anything that doesn't kill vacuum. if you use the classic long runner intake, then aim for a cam that makes power before 4,500 rpm when it typically runs out of air.
DV told me his spec Jones 260 that he refers to as 45 better is THE ONE.
WHAT ABOUT THE GT40 AND GT40P HEADS THAT EVERY FORD GUY GOES TO FOR CHEAP POWER, ANY MODS YOU CAN DO TO THOSE TO MAKE MORE POWER THANKS GUYS GREAT VIDEO
Cheap bolt ones... Not expensive aftermarket with 50 hrs of porting and bench work.
Where’s the next video?
so there is no part 2 video ...
He had an old channel that he lost access to and all the videos haven't been moved over to this channel. If you search youtube for " David Vizard's PowerTec 10 EP 31 SBF factory iron heads " it will go to the old channel and the video you want.
What would Neil Breen do?
4k SMH.... a lil bit arrogant buddy💯👍🏾
How does the OEM HO efi intake affect these power numbers?
Would these same modifications work on my detroit diesel heads?
What detroit are you working on and have you done anything with it? I have two 12.7s, a 53 store and a 71 series. And have been debating if there isn't anything that could be done during a build.
Doesn't take any brains to just bolt on a set of aluminum heads.
But to get a set of irons to work is cool and takes talent.
Back when i was messing with my 90 Mustang I thought this way until I bolted a set of aluminum heads on, gains blew away anything my ported, larger vlv’d and 5 angle vlv job E7 gave me. That was out of box imagine if i worked on them.
@@msk3905 E7 hardest head to make power from.
And 100 hrs labor.
THAT AINT CHEAP.
@@hotrodray6802 most guys port there own heads.
But getting old iron heads to flow and make power is just cool and rewarding.
You mentioned the TFS heads which heads were you speaking about the Twisted Wedge or the High Port ? I'm very interested in seeing any information that You have to share with Us on the TFS Twisted Wedge Head's. Thank You for anything that You can share. 🇺🇲🇵🇷🦊👍
"Modify SB Ford OE iron heads for a 94 HP gain"
SPOILER: No heads were modified in this installment.
Stay tuned for the conclusion.
Modify sbf heads. Hey we used chevy rods and pistons. Butbwe won't tell you which ones.
He said hand job
Ꭲ ꮓ ꮉꮄ