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A LOOK INTO AN N.A. 900 HP SMALL BLOCK FORD!
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- Опубликовано: 2 фев 2023
- AN INSIGHT INTO THE CHANGES OF THE CAR AND ENGINE IN THIS 8 SECOND SMALL BLOCK FORD. FROM THE PLATED CYLINDER HEADS TO ITS "W" INTAKE PORT.
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.
I've said this countless times but Ben is the smartest man in motorsports. A brilliant engineer, fabricator and I am so grateful for these videos. I will share them one day with my grandchildren
Wow, thanks!
Happiness is another BAR video 🙂
Wow.
Great lesson on how flow in heads work.
Thank you for break down.
You always got me rethinking this stuff.
Excellent.
Thanks George! Are you still in LA?
Hey Ben, I’m not from LA I’m from Canada. We spoke before on the phone.
@@georgeduarte3240 Thanks for reminding me because I have one with your same name from La Cresscenta CA. I am getting confuse! lol
Hope your big block is due for a redo!
Great stuff Ben. Thanks for sharing your knowledge. Regards Greg
Thanks Greg.
I love it Ford power forever baby
Thanks Jimmy!
Another great video by the drill sargeant of horsepower. Thanks brotha for expanding our minds. Talk to ya soon. Hope your doing well buddy
One sweet stang Ben another awesome video thank you sir
Thanks and love your engine run stand it seems very stable compared to my junk! lol
You know it when you see it ! If you don't see then listen ... WOW !!!
Thanks Ronald!
Great video as usual Ben.
Thanks Dean!
I love your stuff
Thanks David.
Very interesting thankyou Ben
Thanks Michael.
I think you're a wonderful builder,
. Very nice 👍
Thanks Paul!
BEN THATS A MEAN MACHINE 2 THUMBS UP!!!!!
Excellent video really enjoyed that John from Australia
Awesome, thank you!
WOW!! I hate to say I'm a Ford man, and I didn't know who U were Ben. I waz taught by Mike Heintz at Heintz Bros in Statesville NC. We need more Ford Men like yourself
Been around the emerging 5.0 vs. Grand National battles in the early 90's plus appeared on all sorts of Ford magazines as well as the others for a total of 50+ magazine articles. Just google it and there it is. Anyway glad I have you here as well and the more the merrier Jerry! Thanks for your support of my channel.
thanks for posting this! I'm just building a little small block mopar to have fun with but i love learning and this video taught me quite a bit :)
Glad I could help! I will some more tech and build info for streets and racing use.
Ben thanks for this. I’ve been playing with old Clevelands and ur19 tunnel. They have that huge dip you show there. Thanks
You bet!
Great info Ben. That car is sweet!!
Thanks again JV!
Thanks for mentioning the heat vs gap and height. Mr. Alameda can you please look up "Real Engineering" on RUclips! He just post a video about the F-35. around the 5 minute mark you might be very interested in the engine inlet design!
Wow ok I will check it out! Thanks.
I could see myself grinding intake ports into a W only to hit water. Good stuff. I saw w ports on the exhaust exits on some Flowtek heads.
You do not want to grind it down because that will make the short side radius even shorter hurting flow! You need either to weld a fin on cast iron or build up the floor and shape the W in the process. Another is to epoxy the fin to the floor of either aluminum or case iron heads.. The W on the exhaust will not do anything and perhaps I feel hurts performance in a racing engine but will definitely work on street and part racing engines.
Unless that double plated intake rail modification was welded i wouldn't be able to sleep for fear of a vaccume leak/lean condition.
I know tis is common, but primitve lets cast it 🤘
I don’t even touch the exhaust ports on any FE head, and Windsor exhaust ports are supposed to be better. My FE, I put 2.19 intakes and 1.6 exhausts after putting hard seats in.. Air goes in at atmospheric pressure, so you want everything you can get to fill the port and chambers and especially to loft the air over the short side and into the fuel above the valve all the way around so the charge is fully mixed and when it gets to the top you want the charge to hit the piston hard so quench is important, I have done .034 flat tops at O. Just the gasket. It burns that chamber and whatever is collected in the area around the intake to plug. The exhaust needs to be smaller because it comes out under positive pressure and the tighter the quench and the more forceful the the burn =positive pressure, and during that time the exhaust will exit after the force of combustion/ compression. The exhaust begins to open and the single angle and smaller port and valve maintains the pressure to get it moving way faster than a big lazy port and valve. Overlap can benefit too by not allowing any more fresh mix to flow out than necessary and still letting the exhaust to yank on the new charge. Remember what I said about atmospheric pressures on the intake side? The yank from the exhaust side being pushed out at a higher pressure but not with a big enough diameter to pull the new mixture out? You get a good pull just so on the new mixture without contaminating it with exhaust or so much that the fresh mix is pulled out it’s a baby pull to fill the intake side including the extra opening under the valve to the plug as the exhaust is done and intake is a freight train dropping the air/ fuel in. I believe I’ve got it, and Ben just taught us! Thank you sir, you are a gentleman and a scholar!
Beautiful!!!
Have you ever thought about turning down the counter weights on a lathe and rounding off the leading edges and knife edging before drilling holes? DV has a good video on it. Thanks for the video.
Thanks for the information and I am always conflicted with running too light of an internal crankcase because a not so light or heavy rotating mass has a certain amount of rotational inertia! It does not hurt to launch it @ high rpms when the whole assembly has some decent weight. It also tends to not drop too much rpms between shifts so it is very much like a heavy flywheel! Light assembly is great for road racing but horrible for drag racing! I had posted a video with both scenarios and it is very much harder to launch a lightweight flywheel because it tends to bog down or I launch @ very high rpms and I spin. I find heavier sometimes tend to be more forgiving for the driver. LOL
@@benalamedaracing2765 sorry I wasn't thinking about making it lighter .just taking off some weight by profiling some and drilling less holes
@@dondotterer24 Everybody comes up with different experiences and yours could be better than what I have done or vice versa. Best thing is to test and that will answer both our questions. Thanks for your support Don!
@@benalamedaracing2765 Thank you!
Oh well.i.would like to chime in and see if I can't draw some more wisdom from Ben. Ok yes the lighter flywheel is maybe not harder to launch but for sure needs a couple Thousand rpm more. But for example. The fox body runs 1150 with a steel wheel. Same car with an aluminum wheel runs 11.40 . This we know it's been done over and over. As we say. You don't make more horse power, you just make what you have FASTER.
8.40@156 1/4 mile guesstimate.
Thanks and you know your stuff sir! It is very close estimate.
The old heavy car did those numbers and I wonder how this will do because it is all about getting out of the gate.
@@benalamedaracing2765 I recall you telling me your car went somewhere around 8.60’s @152 with a combo very similar to this car. That’s how I came up with this estimate. Also, definitely do a video on running engine airflow vs. flow bench airflow. More knowledge beyond the standard flow bench videos would be greatly appreciated.
Thanks for knowledge!
Thanks sir!
Incredible bruddah!
Thanks!
Most people don't know on a hemi head the intake flow crashes on the cylinder wall right under the exhaust valve
Very impressive work. And I bet alot of time and hard work! Looks like Pro Stock work! How did you figure out the with on the air foil?
Thanks Don! Having a background in Aerospace dealing with Aerodynamics I tend to look at airflow in a different perspective compared to someone without a degree or background in it! In fact one of my biggest articles on Facebook and had so much shares and appreciative comments dealth with my observations of a "running engine airflow" vs. "flow bench airflow" which is completely different comparison. Please check it out and see what you think because I am contemplating if I should do a video about it...
@@benalamedaracing2765 impressive
Thanks for sharing your knowledge
How many rpm does this motor turn ?
What is the cross section of the intake port ?
We shift at about 8800 and will go to 9200 but I feel it has too much stroke and just noise! lol Next update with this is to destroked to 3.75 so we can move up on the engine speed but I am afraid the valvesprings would really take a beating. 4.00 keeps it in an affordable rpm where it can survive for a longer time as far as valve springs are concerned.
Ahhh ha!! Ok well seems like we may end up very close to the final size. Also Ben he had a billet Reed roller that had an insane amount of duration over 300 at .050
Ben is your airfoil on the roof to the guide or on the floor? The FE I am working on with your permission, I would like to add that. The head is 13 degrees and I have found some rockers that allow the push rods to angle out of the intake window. I was wondering why Trick Flow put an air flow on the floor? These are tall port iron, I wish I had aluminum but I have a to make do.
It is on the floor and sometimes some heads like it a little off center! I have not tested on an FE but if it is in the center I am sure it will help! If you have a flow bench you can stick a screw driver on the floor and watch your airflow numbers go up and then shift to the left or right and see if it responds some more! This one here is offset to the side not by much and pick up a few more cfms.
@@benalamedaracing2765 Thank you! I really appreciate it! I think that the foil would be great to straighten the air out and make the short side loft the air into the fuel and when I make a push rod plate for the for the angled and tapered from 3/8 to 11/32 it would act as a guide plate for the intake rockers. Jay Brown is making a rectangle high port with the intake pushrods the same way, making a rectangle port tunnel- port. The two center side by side like a GM and the the ends straight with no pushrod in the way! He is getting 925 hp from a 12:1 tight quench that did that on top tier 94 octane, and 482 ci. The package for the heads plates and an intake for a single 4. $5800 a real bargain really but at 63 on SS wife retired and barely paying insurance and the savings tied up Not for me.He swore 12:1 was impossible on pump gas and I gave him the chamber shape for the intake with the open area to the plug and.039 squish. He has a 427 block, but mine is a 390 74 pickup with the main reinforcement and good bores that should go to 4.16 and a 4.125 stroke nodular iron. 448 but I intend to use every trick in the book, lol. I have learned more this week than in years! Jay put some race gas in his 427 block and he hit 1005 hp, but too much torque, so a cam change would be needed a little more lobe separation. I have been thinking about FEs and trying to do what I can. I did a 4.125x 4.125 at 11.5 on pump gas and.034 squish in a 73 truck block and it was crazy. These new ideas holy moly! I do wish I had aluminum heads. But I ll do what I can, Tommy Moores Cyclone in Lancaster is a cross ram 2x4 431 with 4 Holley 2 Vs that cracks like a bull whip. FEs are still pretty good. Take care and Thank you 🙏 One more question, would Devcon iron pipe epoxy work as the vane in the floor?
Ben, with the screwdriver in the port, I see the improvement, but how does the fuel molecules change the flow, now that the air has weight/density to it. dynamically speaking? I see where you say it reintroduces back into the airflow, but is there a degree of turbulence created, a richer AF ratio?
No turbulence whatsoever if it is shape correctly and in the proper position be it center left or right! I found this out moving them side to side where I gained or lost flow. This said I gained on almost all 2V heads I have applied this technique.
nice
Thanks Roger!
Ben, is that you 914/916 in the driveway?
That 914 is a project of Luke the crew chief of this car @ his garage. It is gaining in popularity and we have been messing with it for a while with different heads and other stuff...
Ok Ben you left way too many holes in this one. So I have questions. #1 what is your idea of a " small block" how many inches was that motor? Next what was the exhaust valve size. ? And how hard were you turning it? At a gear shift. Trap rpm is always past. And what was the best et/ mph the car ran. You may have put the answers to these questions in the box to the RT towards the end but I didn't have a microscope to see them. I have a close friend that works for a certain block/head/ etc manufacture out of Michigan. He has a 383 ci boss 351. Cast iron ( factoryD1) heads, Hogan sheet metal intake. Heads carry 2.23 intake 1.88 ex valves 16 to1 cr. 1 1200cfm dom. Turning it 10,200 thru the traps 9600 @ a
shift. It makes just under 1000hp in a 3400 lb car c4 auto 4 pnt cage with leafs 9.80s @131mph. Oh and NO TRANS BRAKE. Leaves with foot brake big Coan conv. 5500 I think ?? So obviously that fox body is much faster but what are the differences?
Thanks for the question. My idea of a small block is bore spacing and that is the main criteria because block height can be increased to the point you have too much stroke or too much rod length and weight limiting your rpms up top. Bore spacing is the ultimate defining point. It used to be the same for big blocks until Pro Stock went from 4.900 to more than this and ended up with a monster sized big block far beyond the usual 454-460 GM and Ford. On this small block which is really a not all out but budget conscious build for Huey who is not flooded with money and is a friend. We ended using a Blue Thunder with 2.25 and 1.60 valves. Plated and raised will flow past 418 @ 28 meanwhile the exhaust was too much @ 300 @ .950 lift. No need to get any bigger than this. Tapered runner sheetmetal intake. I chose a 4" stroke to make it run on valvesprings that will last unlike others where we have to watch it and Huey has neither the budget or the aspirations to run 10k and this one we shift at 8800. Unlike Brads black notchback or Dan's were they get close to 9k+ shifting but usually stay below that. On trap rpms I try to stay below shift speeds so I know it will still be pulling when it cross the lights. Some engines like to go over shift speeds @ the traps but I find this very useful on big bore short stroke combinations using 9.2 deck and no more.
On speeds? We run "No Time" heads up format so I am not at liberty to post their speeds but they are very compedative and one approaching 20 wins in several sanctioning bodies and the other just won 2 months ago in a very compedative no time series here on the West.
Today anyone can buy a cylinder head and be fast while money is the number one need to accomplish these things.
I do my own cylinder heads and most of everything and find it more fulfilling and want to learn more and what Warren Johnson said, any guy with money can buy an engine and run up front! I guess I am still an oldtimer. lol
Obtw, this car cid sits at 432 on a 9.5 deck. This said my faster cars all run a 9.2 Cleveland deck height which has so many advantages and not just cubic inches needed to make power.
Show me some Ford Falcons
Will do sir soon!
Do u still flow heads and do intake manifold work, getting ready to make changes
I still do but on a limited scale due to health issues I am going thru now. Keep in touch maybe in the near future I will be hitting on all cylinders!
What is the ticket on a set of these heads
Are you asking the price for the pair?
@@benalamedaracing2765 yes sir
Do you sale the plate for porting intake on small block Ford if so how to get in touch with you I want to raise the intake port on E7 heads
I will see if I can still get them ordered and will let you know here.
Bad to the bone. I'll trade ya my wife for a couple days, for a pass. Ha! Con gratts fine looking and even better sounding hot rod. Best of luck.
Thanks John!
How many cubic inches is that motor or did I miss it in the video
It is 432 cid and the specs are on the running video at the end.
@@benalamedaracing2765 Thank you sir
@@benalamedaracing2765 well done sir.
I will give you $200 for the heads if your done with them, lol. 😁
Needs nitrous. Lol.
It would probably go much faster! lol And perhaps kabooommm. Lol
I've always said remove everything furd about a small block furd and they tend to run pretty good.
Yes they did and it is called an LS. lol Anyway if you look at it the mains on an SBC is at the #5 mains and the LS is at the center like the SBF. The head bolts are the same and so are the head dowels same location unlike the pins on the sbc. Also when you use an LS race block they will supply you with sbf 351C main bearings because the crank is the same. Both use a 15/16 crank bolt. Cross bolt main is a knock off of the FE Ford and when you convert an LS to a distributor and carb they provide you with a ford MSD distributor to use! Head gaskets are basically the same and you can put an LS head on a sbf and vice versa any ford head on an LS will bolt up including the 10 head bolts when all this time sbc uses more than 10 @ 16 per side. Intake port is like the sbf all spread port and the exhaust is also spread out unlike the usual siamese 2 center exhaust and mirror intake ports on the sbc. Lastly the ford turns the other way on the intake and the chevy the opposite but still the same general layout.
You need more? lol
Ilike them both good engines.
Anyway just wanted to let you know bud.
@@benalamedaracing2765so you’re saying ls is a small block Ford copy. Interesting they decided to use Ford instead of sbc to base it off of