Brought an engine home, round 2.

[Gearbanger 101]

Yeah, I also find it funny that 5.0 blocks split in half regularly compared to the 5.8 block which failure is almost unheard of, yet 1/4 to 1/3 of the blocks carry this fracture. It was just a heads up.

For me, I am not even going to look for the crack when I get my block. I am just going with the ignorance is bliss strategy... Mainly because I only want a relatively mild build.

Well, I'm gonna hope my machine shop took the time to do the same before borking mine for my stoker? They did put new cam bearings in the block, so I can only assume everything checked out. Good thing I'm planning to keep power levels within the 350-370hp range.

 

[NIKwoaC]

Well, I'm gonna hope my machine shop took the time to do the same before borking mine for my stoker? They did put new cam bearings in the block, so I can only assume everything checked out. Good thing I'm planning to keep power levels within the 350-370hp range.

According to Woody, it's something he only sees in roller 351s. Not 302 blocks.

 

[Gearbanger 101]

According to Woody, it's something he only sees in roller 351s. Not 302 blocks.

Well that's a relief. Anytime I've seen a roller 302 cracked, it's been right down the lifter galley....but it's also usually after someone has tried to push 500hp+ through it.

....I don't imagine the stock 210hp/285tq this Explorer I got the engine out of was putting out put too much stress on my block.

 

[NIKwoaC]

Well, I have all the guts out of it. Bearings were very very worn, but again, no catastrophic damage. Pics!

Too many parts!

Buddy of mine said I had to take a pic of it in front of my car, since it's always in the background anyway haha.

This might have to be my avatar eventually...

And my other ongoing project, rebuilding the T5:

 

[HotFox]

Those grungy parts are making a mess of your garage!

Getting back to the intake selection on page two...I don't think you would hurt yourself or anyone that has a decent size intake ports in the head going to a Super Victor single plane EFI. I can back this up with the fact that when I went from my old AFR185s with a performance products small single plane to the AFR205s and the Super Victor. It has way more seat of the pants torque down low, im talking off idle to 2K. And above that hold on! I believe that in yesteryear when the ford guys had not large port good flowing aftermarket heads the super victor was a dog, cause it was too GodDamn big for the low rpm slower air speeds lower volume. But I think with better heads the intake is a better match then alot of stuff. Look at where we come from we are putting 205+cc intake ports with huge cross sections on these small engines running on the street. Who would have thought that 15 years ago?

I actually want to switch to EFI when my priorities shift a little and I can start too dump some money back into the car. When I do I will either weld bungs on the existing intake or by a EFI SV intake. Its just a little pig on the street and could be a lot cleaner at an idle with the EFI. That is all I want to improve on. I think I would try the 105mm TB right at the carb flange, maybe try spacers and the elbow and see what made the most hp on the dyno.

Scott

 

[Gearbanger 101]

Are you planning to just replace the pistons, or are we gonna see a stroker assembly in there? 393W or 408W both have a nice ring to them?

 

[NIKwoaC]

Those grungy parts are making a mess of your garage!

Getting back to the intake selection on page two...I don't think you would hurt yourself or anyone that has a decent size intake ports in the head going to a Super Victor single plane EFI. I can back this up with the fact that when I went from my old AFR185s with a performance products small single plane to the AFR205s and the Super Victor. It has way more seat of the pants torque down low, im talking off idle to 2K. And above that hold on! I believe that in yesteryear when the ford guys had not large port good flowing aftermarket heads the super victor was a dog, cause it was too GodDamn big for the low rpm slower air speeds lower volume. But I think with better heads the intake is a better match then alot of stuff. Look at where we come from we are putting 205+cc intake ports with huge cross sections on these small engines running on the street. Who would have thought that 15 years ago?

I actually want to switch to EFI when my priorities shift a little and I can start too dump some money back into the car. When I do I will either weld bungs on the existing intake or by a EFI SV intake. Its just a little pig on the street and could be a lot cleaner at an idle with the EFI. That is all I want to improve on. I think I would try the 105mm TB right at the carb flange, maybe try spacers and the elbow and see what made the most hp on the dyno.

Scott

It's not so much the size of the ports (cross section) as it is the length. I don't plan on taking this engine past 6500 rpm, and some part of me still believes in port length tuning, whatever that means. I've always been a fan of the TFS Box-R intake, which is maybe more in-line with my RPM goals. I wish I could have a more intelligent conversation about port length tuning, but everything I've ever read and researched on just kind of waves its hand at it, acknowledging it's there, but not really going into the gruesome details.

I dunno, in the end I may just say to hell with it, and run a Super Victor with an elbow, and try not to think about port length tuning. And maybe I'll run one of those new quad pattern cams.

 

[NIKwoaC]

Are you planning to just replace the pistons, or are we gonna see a stroker assembly in there? 393W or 408W both have a nice ring to them?

Haha, you know I'm not sure yet. I will say this- some of the highest HP boosted stock 351 block cars I've heard about are stock stroke. Pumpkinhead on theturboforums was supposedly pushing around 1K hp through a stock block/crank roller 351. Since I plan on some form of boost eventually, plus I'm a fan of the budget thing, I have been kind of thinking about staying stock stroke for now.

My other hesitation with a stroker (which would be 408, no question) is that I'm still running a stockish T5 and 28 spline axles. I'd hate to dump 3K into a bottom end capable of making more than 500 ft-lbs, only to have to put it right back up on jack stands when it shreds the drivetrain haha. It almost seems more logical to do a stout (and more budget friendly) 357 right now, then slowly upgrade the drivetrain at my own pace, and then when I know everything will hold the power, add boost.

Plus, one of these days when it makes north of 600 HP, it would be fun to say "it's a mostly stock junk bottom end".

 

[ratio411]

Save that oil cooler.
They are a good piece, and do work well.

A box intake isn't going to have much more runner than a Victor...
With some decent cubes, it's not like you'll need extra runner length.

 

[Gearbanger 101]

I vote the standard Trick Flow "R" series. Simply because it's the coolest looking.

 

[NIKwoaC]

Save that oil cooler.
They are a good piece, and do work well.

A box intake isn't going to have much more runner than a Victor...
With some decent cubes, it's not like you'll need extra runner length.

Yea I was thinking about cleaning up that oil cooler and doing something with it. It certainly couldn't hurt once I put bewst to this thing.

The TFS Box R actually has quite a bit of runner length to it (compared to a single plane style intake). Trick Flow's website claims 11 inches. (Insert "that's what she said" joke here.)

 

[NIKwoaC]

I vote the standard Trick Flow "R" series. Simply because it's the coolest looking.

Haha yea I agree, I have always liked the looks of the long-runner R. That's the manifold that's on the car now. If it aint broke don't fix it, maybe? I could always just swap over the lowers.

 

[90lxcoupe]

Those grungy parts are making a mess of your garage!

Getting back to the intake selection on page two...I don't think you would hurt yourself or anyone that has a decent size intake ports in the head going to a Super Victor single plane EFI. I can back this up with the fact that when I went from my old AFR185s with a performance products small single plane to the AFR205s and the Super Victor. It has way more seat of the pants torque down low, im talking off idle to 2K. And above that hold on! I believe that in yesteryear when the ford guys had not large port good flowing aftermarket heads the super victor was a dog, cause it was too GodDamn big for the low rpm slower air speeds lower volume. But I think with better heads the intake is a better match then alot of stuff. Look at where we come from we are putting 205+cc intake ports with huge cross sections on these small engines running on the street. Who would have thought that 15 years ago?

Look at LS engines... 260 cc head, and 364ci, and 90mm throttle bodies from the factory. The intake manifolds are also very short compared to the aftermarket SBF stuff, and there is no shortage a low rpm tq.

 

[Gearbanger 101]

Look at LS engines... 260 cc head, and 364ci, and 90mm throttle bodies from the factory. The intake manifolds are also very short compared to the aftermarket SBF stuff, and there is no shortage a low rpm tq.

If you're talking about the modern LS2/3 engines, I'd guess their 6.0-6.2L displacement has more to do with their high torque values than what kind of intake runner is on the car.

The old LS1's on the other hand were known to be a little "soft" on the bottom end, so take that for what it's worth.

The SBF stuff get's the long runner intakes in attempts to offset their small displacement and promote a more useable torque range. That's also why these little engines do so well with small valves. Something that's not so necessary when you've got the added displacement to back the airflow like GM has.

Cubes are a great equalizer.

 

[90lxcoupe]

I was talking about LQ4's and LQ9's, i agree that displacement has something to do with the torque, and i think that its a completely relevant point considering that we are talking about 351ci motors, only 13ci less. Most of the SBF crowd is scared to use a 245cc intake port on a 400+ inch motor. LS motors come from the factory with larger cylinder heads, and short runners, and make plenty of power/tq to move a 8500lb truck that can tow another 10,000 lbs. If these big headed motors didnt make torque, this wouldnt be possible

 

[84Ttop]

^^ Who's scared? Not me..

 

[90lxcoupe]

this is why i said most

 

[ratio411]

Haha yea I agree, I have always liked the looks of the long-runner R. That's the manifold that's on the car now. If it aint broke don't fix it, maybe? I could always just swap over the lowers.

That is the one that has 11" of runner.
There is no way the "box" has 11" of runner.
When you say "box", the one in the pic is not the one I think of.

 

[Bullitt347]

Yea I was thinking about cleaning up that oil cooler and doing something with it. It certainly couldn't hurt once I put bewst to this thing.

The TFS Box R actually has quite a bit of runner length to it (compared to a single plane style intake). Trick Flow's website claims 11 inches. (Insert "that's what she said" joke here.)

I have a Trick Flow R lower for a 351 for sale.............let me know if your interested.

 

[NIKwoaC]

That is the one that has 11" of runner.
There is no way the "box" has 11" of runner.
When you say "box", the one in the pic is not the one I think of.

The TFS Box R has 11 inch runners, the "long runner" R has 13.3" runners. I ain't chittin ya, man.

Box:

* Large cross-section 11.000 in. runners
* 2,500-7,500 rpm range
* 90mm throttle body inlet
* 2.000 in. x 1.200 in. port size at cylinder head
* 12.750 in. overall height to the flange

http://www.summitracing.com/parts/tfs-51511009

Long runner:

* Large cross-section 13.300 in. runners
* 1,500-5,500 rpm range with 75mm upper
* 2,000-7,000 rpm range with 90mm upper
* 75mm or 90mm throttle body inlet
* 2.000 in. x 1.200 in. port size at cylinder head
* 11.500 in. overall height to the flange

http://www.summitracing.com/parts/tfs-51511004