Man!!-Healthy soundin lil booger!!-You can really hear it mill the dyno when it grabs bout 3500rpms or so!--Ive learned so much from your videos!--My Son&I built a high winder 302-used 351w heads &Howards "lemans cam" solid flat tappet cam-duration @.050 is 250/252!!!--So I learned a 302 CAN flow some serious air!!--Impressive numbers ya got out of this lil unit!!-Sounds lk a winner!!
The big improvement the Boss brought was a 4 bolt main bottom end. The problem with the Boss was the valve train had trouble controlling the mass of the valves at 7,000 + RPM where the heads really were getting with the program. My 69 Boss would run out of revs above about 6500 - it needed roller lifters and rockers to permit valve springs with enough strength to handle 8,000 RPM. The cam was also pretty mild and combining a more robust cam with the improved valve train would have made this a track star - but would be pretty wimpy on the street as you would need 4500 RPM to wake it up.
Enjoy your combination of building process and Dyno results. Would also like to see the same engines as stage one, stage two, stage three etc. in terms of changing the cam, intake, head porting, etc and how the engine responds to these changes.
@@lykinsmotorsports That’s understandable. But in terms of mules, like the 352 FE it was interesting. Just something for RUclips as a project not for customers.
Beautiful little motor and that intake and 2x4’s really set it off. Wouldn’t it be nice to drive his Cobra with this in it. Can’t understand FE’s in Cobras when a 289/302/351 will do extremely nicely.
One thing I’d like to see is a comparison between old-school engine set ups and using modern engine management systems on these engines and seeing the differences in terms how modern management systems affect performance as compared to using the old-school method.
The reason the Tunnel Ports had problems is Ford in a cost cutting measure took the assembly and machining away from Shelby and had them built on the factory assembly line. Didnt work out for obvious reasons.
Hearing it take off in the RPMs makes it feel like it found its flow volumetrically. I wonder if stroking it with a 3.5 stroke would have brought that in and helped make more work from the heads? Cave man talk hahaha
i also found filling the floors on intake runners in 4v cleveland heads to be beneficial and on the boss 302. most of the boss 302 stuff that ran under my nose usually had filled blocks and several sleeve jobs and block repairs. never built a boss 302 but swore id run a effective main girdle and hollow dowel the mains if i did.
Boss 302 blocks are extremely strong, almost to the modern aftermarket block level. Not much needed for them to handle horsepower. Not a fan of main girdles....never seen where they make much difference at all. Most Fords split between the mains and the cam, a girdle doesn't do much to stop that, it just keeps the block halves hooked together when it blows up.
@@lykinsmotorsports David vizard had some info on that. on a 302w he explained it’s more about changing the frequency/vibration….the girdle he uses doesn’t even look that strong but it puts the frequency in a different place and really helps He explained he hadn’t split a ford 8.2 block since using it and the valley braces the hp he quoted was stupid silly for a stock block 😂
Any recommendations on 390 to 445 stroker have internal balanced stroker kit forged steel competition kit , stock block edelbrock performer rpm aluminum heads , and comp thumping cam , haven't started putting together, I'm a little concerned on pistion to head clearance, and correct length pushrods have not got the pushrods yet
Random question... When you're building engines with screw in freeze plugs, do you not remove them to clean the cooling system, or is it just not caught on video?
I have this weird notion that a video channel is not the ideal place to display static images. Probably easier production... The ease and simplicity of production is inversely proportional to entertainment value.
Real hard to find a dedicated machinest /builder in the Pacific northwest . First question out of a real builder/machinest should be what are your intention with the engine ! What kind of parts do you want to use! Here you walk through the door with dollar signs on your forehead . No real fast street cars here .
I very much enjoy your content.
I love the old iron. Thanks for letting us see history.
I would enjoy a tour of your shop. Thanks
I love this type of video format. I don't have the attention span to watch the longer build videos but these overviews are perfect!
302TP is so rare , no idea how much it’s worth. Another great build
Great nostalgic engine. You read about these in old books but it was great to watch the original build and then this recap. Great work.
Another great video! That’s the most in depth I’ve ever seen on a 302 tunnel port. Keep it coming!
Really enjoyed this video, I knew 2 guys that had a tunnel port 302. That was years ago. Thank you. Got a new fan.
Definitely a stout little guy:)
Beautiful Build
I had a 1971 429 CJ and the intake ports were huge, I think a tennis ball would almost fit in them
Thank you for sharing. 😊
That motor is beautiful.
Man!!-Healthy soundin lil booger!!-You can really hear it mill the dyno when it grabs bout 3500rpms or so!--Ive learned so much from your videos!--My Son&I built a high winder 302-used 351w heads &Howards "lemans cam" solid flat tappet cam-duration @.050 is 250/252!!!--So I learned a 302 CAN flow some serious air!!--Impressive numbers ya got out of this lil unit!!-Sounds lk a winner!!
The big improvement the Boss brought was a 4 bolt main bottom end. The problem with the Boss was the valve train had trouble controlling the mass of the valves at 7,000 + RPM where the heads really were getting with the program. My 69 Boss would run out of revs above about 6500 - it needed roller lifters and rockers to permit valve springs with enough strength to handle 8,000 RPM. The cam was also pretty mild and combining a more robust cam with the improved valve train would have made this a track star - but would be pretty wimpy on the street as you would need 4500 RPM to wake it up.
Wow did that thing rip! Thanks for sharing this quick little rever!
That’s cool I never knew about a tunnel port 302 t an awesome video to watch very interesting
Enjoy your combination of building process and Dyno results. Would also like to see the same engines as stage one, stage two, stage three etc. in terms of changing the cam, intake, head porting, etc and how the engine responds to these changes.
That would be nice, but not every single customer wants to go through that level of expense.
@@lykinsmotorsports That’s understandable. But in terms of mules, like the 352 FE it was interesting. Just something for RUclips as a project not for customers.
i have seen where solid bronze guides in cast iron heads can be grabby on valve stems.
Like the format of this video keep up the great work!
Great info luv this stuff got me lookin through all my old books again to cool 😊
Sounds wild man. Nice job.
I liked the format. Happy New Year.😊
Beautiful little motor and that intake and 2x4’s really set it off. Wouldn’t it be nice to drive his Cobra with this in it. Can’t understand FE’s in Cobras when a 289/302/351 will do extremely nicely.
Like all of your builds, ever think of a low end build for us thin wallet guys?
One thing I’d like to see is a comparison between old-school engine set ups and using modern engine management systems on these engines and seeing the differences in terms how modern management systems affect performance as compared to using the old-school method.
The reason the Tunnel Ports had problems is Ford in a cost cutting measure took the assembly and machining away from Shelby and had them built on the factory assembly line. Didnt work out for obvious reasons.
Awesome!...😎👍
Them blocks along with the 302 Boss?
block was probably the same block as a 289 HP.
Hearing it take off in the RPMs makes it feel like it found its flow volumetrically. I wonder if stroking it with a 3.5 stroke would have brought that in and helped make more work from the heads? Cave man talk hahaha
i also found filling the floors on intake runners in 4v cleveland heads to be beneficial and on the boss 302. most of the boss 302 stuff that ran under my nose usually had filled blocks and several sleeve jobs and block repairs. never built a boss 302 but swore id run a effective main girdle and hollow dowel the mains if i did.
Boss 302 blocks are extremely strong, almost to the modern aftermarket block level. Not much needed for them to handle horsepower. Not a fan of main girdles....never seen where they make much difference at all. Most Fords split between the mains and the cam, a girdle doesn't do much to stop that, it just keeps the block halves hooked together when it blows up.
@@lykinsmotorsports
David vizard had some info on that.
on a 302w he explained it’s more about changing the frequency/vibration….the girdle he uses doesn’t even look that strong but it puts the frequency in a different place and really helps
He explained he hadn’t split a ford 8.2 block since using it and the valley braces the hp he quoted was stupid silly for a stock block 😂
what is the best rear main seal to use on those 302/351 expecially a boosted engine with extra crank case pressure thanks brother love the video
Any recommendations on 390 to 445 stroker have internal balanced stroker kit forged steel competition kit , stock block edelbrock performer rpm aluminum heads , and comp thumping cam , haven't started putting together, I'm a little concerned on pistion to head clearance, and correct length pushrods have not got the pushrods yet
1st! Great content like always. 👍🏿
What sweet runner ..! I’d like to know cost for interest sake …? Sorry to say I’m a Ford nut 👍
Not at all relevant to this vid, but what happened to your flat plane crank dyno-mule project?
Random question... When you're building engines with screw in freeze plugs, do you not remove them to clean the cooling system, or is it just not caught on video?
Hi Brent, what was the compression ratio on that motor?
what are the plugs above the exhaust ports for? is there enough seat for the manifolds?
Great engine build, have you finished the coyote engine?
not yet, stay tuned
That is probably a 289 hp block. The 302 Boss didn't come out to 69.
It’s a Boss 302 block. I promise.
I have this weird notion that a video channel is not the ideal place to display static images. Probably easier production... The ease and simplicity of production is inversely proportional to entertainment value.
Can't believe you're using a vacuum advance distributor,, all these old Ford engines work best with a full mechanical advance...
It's not. It's plugged.
Real hard to find a dedicated machinest /builder in the Pacific northwest .
First question out of a real builder/machinest should be what are your intention with the engine ! What kind of parts do you want to use! Here you walk through the door with dollar signs on your forehead . No real fast street cars here .
You are correct . lots of knock off starrett . Low end from China