Heads/Cam w/ 1.7 rockers and PTV clearance

[Procharged87]

I've currently got a 95 GT that is stock (other than an x-pipe and flowmasters) that I've decided to add some streetable power to. Ordered a Vortech V-2 SQ Trim supercharger that is currently on the way (8 psi). I've been mulling it over, and I think I may also do a H/C/I on the car since it will be down for a bit and had a few questions about some things. I'm re-using some parts that came off my former 87 GT project that were bought but never used as well (42# injectors, TFS 1.7 Roller Rockers, ported GT-40 upper/lower intake, etc.). I'm not trying to skimp on anything, but I would like minimize overall cost because I know that the H/C/I and Vortech is going to produce more power than I personally will ever need. Max HP isn't really the issue, it's simplification of the install process and streetable low/mid power I'm looking for.

Anyhow, I'm considering either AFR 165s, TFS TW Street Heads (.540 max lift), or the TFS TW Heads with the dual spring (.600 max lift). Haven't decided on which, but I currently have the opportunity to pick these heads up for about $1128/$960/$1037 respectively through a private deal. I don't want a radical cam and something like a TFS Stage 1 cam would probably be more than sufficient to me. A little lope is fine, but I want to keep the duration in check to avoid PTV clearance issues. I also have a new E-303 left over from the 87 project but I wasn't sure that it would be good for this combo or not as the LSA is only 110 I believe. I want to use the TFS 1.7 roller rockers I currently have as they are brand new. Here's what I'd like to know:

1) Using the 1.7 rockers and a cam with somewhere between .512 to .542 corrected lift for 1.7s and 226 degrees duration @ .050 or less (TFS Stage 1, E-303, Steeda #19, etc.) which heads (AFR or TFS) are likely to give me the least issue with PTV clearance? Does the rocker ratio even affect clearance since it's duration and overlap that I have been told cause issues? We do plan to clay the pistons, I just need to know which is more like to have more clearance on the factory 95 pistons.

2) Is the new E-303 I have even worth considering for this build? Again, I don't care about max HP as much as streetable low/mid power and anywhere I can use a part I already have would be nice but I don't mind getting another cam though either.

3) Are the single spring TFS Heads even worth considering since I plan on running a cam with 1.7 rockers? Looks like I need to keep the cam's actual lift to about .500 max on the single springs as that's about .531 w/ 1.7 rockers. (Steeda #19 or E-303 are OK, but TFS stage 1 would be about .542 exhaust w/1.7s). I don't mind upgrading the springs if I have to, but I don't ever see myself installing a cam any bigger than what's listed in question 1.

Thanks in advance for any assistance anyone can provide.

 

[final5-0]

Several things come to my mind about reading your post

Making more power is always great

You stated the application is a Street Car
and ... you said
"Again, I don't care about max HP as much as streetable low/mid power"

For the ... Big Picture ... I'd be thinking of the following things

1 Reliability
2 Street Ability
3 Parts Compatibility
4 Tune

You've already committed to a blower which will do everything you have
talked about as you are now equipped.

1 will be decent
2 will be just fine
3 will be no prob
4 will be needed

Now ... going to blower AND h/c/i

1 could be an issue as you reach or exceed the limits of the OEM block
2 will be more compromised
3 could be an issue with the parts you got
4 will be needed

I can't say if the 1.7's will be an issue
You said they are TFS so I assume they are stud mount
so
They couldn't be used with your OEM heads

I'd say with 1.6's ... you'd not have probs as many have done it

I mean ... Why go to all that hassle when you can make great reliable power
with just the blower. You got no idle issues and great street manners, no
worries with p to v and other issues can be avoided with that method.

No matter which way you go ............

If the 1.7's cause issues ... they can always be sold or traded

Over the years of thinking about it and looking at other peeps results
who went forced AND h/c/i ......

If I was gonna build a blown Street Car

Heads and Cam would be on the bottom of my list of things such as
big injectors
meter
intake
headers
ignition
cooling
and tune to make it all play together nice

I kinda think a few more pounds of boost might be more attractive to me
than a set of heads or cam or even both.

The heads and cam is gonna push one close or over the blocks reliability
and
You get issues with it loping and causing a lot of attention
when
You might not want it

Now about the tune

Since you are blown ... If you go with a cam ........
A good tuner should be able to make just about any street cam play nice
so
I personally don't see the need to do anything but a VERY mild cam

I would lean toward something with a wide lsa to keep the lope down
and increase your chances of not having as many drivability issues.

Not being critical or trying to talk you out of both methods

Just thinking out loud ... thats all

Believe Me ... I've thought the "Both Methods" over many times

Lots of decisions to make when you wanna make more power than
just micky mouse bolt ons

Good Luck which ever way you go

Grady

 

[Procharged87]

Grady,

Thanks very, very much for your opinion. After reading what you said, that actually makes a lot of sense. My original thought was that using a centrifugal would give me a tremendous amount of power but, it was mainly above the 3500 RPM area. I was considering something like a Kenne Bell previously but quite a few people had mentioned that they are notoriously hard to get a good reliable tune on with a 94-95 (and when I called and inquired about the possibility of changing my Vortech order it apparently was too late). I figured I'd just go ahead and do the H/C/I and that would extend the power across the whole range and I'd be done power-wise but, I also shared some concern for the abilty of the car to withstand the power of both the Vortech and H/C/I. I figured I'd upgrade some other stuff as time and money permits, but in truth, it's probably a better investment for me run the car with the Vortech first and then determine if that's enough for me.

Based on your recommendations, I think what your saying is that I should concentrate on getting the most I can from the Vortech first, then worry about the stuff like H/C/I later on down the line. Here's what my original plan was (excluding the Heads and Cam idea):

• I had already planned on getting something like an Anderson Power Pipe or a UPR Boostmaster pipe.
• I was going to run something like a PMAS Velocity meter (if it fits inside the fenderwell) or maybe a Pro-M 80mm meter. Not sure which meter yet.
• I already have a set of 42# injectors.
• I have an original GT-40 ported upper/lower that I was going to use for the intake.
• I'd planned on running a Tweecer with a wideband O2 setup.

This is what I'm thinking in addition to the above after your post:

• I think for about $350 I can have my Vortech SQ upgraded to a Si Trim impeller and volute which is supposed to bring the boost on a little faster and add about 2 psi overall.
• I also figured I would add a good set of shorty headers. I know longtubes would produce better results, but they can be a pain to fit in SN95 cars and seem to sometimes cause problems with the ECU.
• Maybe doing a Fox TB swap since I have everything I need from my 87. My GT-40 has a 70mm TB on it already.

Any other ideas that you think might be a good investment for what I'm looking for?

Thanks again!

 

[final5-0]

Well Sir

After reading all that .........
I believe got a better perspective on your ideas and goals

Please be careful about listening to what ... "THEY" ... say

It seems like they say its no prob to tune a KB if you got a Fox
but
It you got a 94 or 95 Stang ... You'll have issues

I gotta bring out one of my little friends I rarely use

When it comes to tuning .....
IMHO ... What matters the most is ........
Amount of competency going to the finger tips working the latptop

You're gonna have the most options available to you
with your choice of tuning so that is always good

I been cruising the boards a bit today
and
I think I saw your post on ... that other Stang site

It used to be the 75 bullet in the old ProM line was not as accurate as the
77 or 80 meters so you might check to see if that is still true today

With our 94-95 Stangs ... the accuracy of the meter is so important :Word:
and ... ALL THE MORE SO ... (load computations) when comparisons
are made between them and the older Fox Stangs.

Of course ... you have maximum flexability with your Tweecer when it
comes to dialing in your meter's t curve

That ported Cobra intake you got will be nice with the blower for sure

I got a thought about your header concern

Remember ... You are not dependent upon just the 1 atmosphere that
Mother Nature provides

The big deal about LT's is they will kinda suck out the gases of other
cylinders with the scavanging they provide

Shortys are not long enough and they have no collecter to speak of as
well ... so ... you don't get that advantage with them

IMHO ... since you are gonna cram down the mix ..........
It ain't all that big of a deal
so
Running shortys is not as big of a disadvantage as if you were NA

Now ... about your concern of the LT's giving the pcm probs

Yes ... I dealt with a bit of that myself

however

After a little research and ..........

Listening to peeps who DID what I desired to do (they had the fruit of success)
I too was able to adjust the tune to deal with the O2's cooling
while sitting at long stop lights and the like

anyway ... With my trusty old Tweecer

I ani't skeered of any of that 94-95 pcm stuff ... they ... say
so
I'd tell you to just give that group of peeps .....

Well ... the amount of respect they deserve

Hey ... The shortys just might be a good idea for your application

Just more random thoughts from this Old Hick down in Texas
so
Take em for what they're worth

Which ain't a lot

Grady