According to Woody, it's something he only sees in roller 351s. Not 302 blocks.
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:
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:
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
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.
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".
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.)
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.
I have a Trick Flow R lower for a 351 for sale.............let me know if your interested.
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