..whats parts to buy for your engine to get the right combination to get the most out of your sb.
i want to seriously start focusing on my engine know. But i dont know where to start and what parts to get to get the right combo.
im looking for a street/srtip monster.
Thats a loaded question with tons of answers.
I think first you need to decide HOW you want to make your power. A build up for a N/A vs. Nitrous vs Forced Induction would be different. A general guideline would be to add solid components that will be able to handle the power you want to make. For example, if you go with forged rods, it doesnt make a ton of sense to go with weak pistons. Its well worth the extra time and money to get a strong, proven combo. Regardless, high HP build-ups usually are expensive and stock components usually wont handle it.
I would suggets calling an engine building company like DSS racing, Karr Keith (?), or other builders that work 289/5.0 based motors for their opinions and suggestions for a combo that would work for you.
well. I guess if you are going to just do the basic or normal mods to the sbf then i would be looking to trick flow or edelbrock or even holley for one of there power packages. can make 350 ponies from a head cam intake swap. of course you will need the exhaust components aswell to achieve there numbers.
I agree with Bullet - you need a gaol and to research that goal. I read about combos people have built, and what they put out, the different technologies and products and how they work. Things like ceramic coatings and blue-printing (tolerancing) I think about the pure theory and if it makes sense. If I don't understand the theory I'll look for help with that.
So choose a "style" of powerplant - big block, smallblock, turbos, na, etc and look at the different things you will need for that build. Find out who makes them and read what they have to say before going and researching the theory, their info may contain things to help you research it anyway.
You'll have to understand about the relationships of the type of engine and induction systems, etc, when it's required to use a component of greater strength (like billet, forged and cast cranks, etc), and basically how an engine works in as much detail as possible to design your best combo.
Come here and ask about stuff too. I find the answers to "how does this work" sort of questions get better responses and give me more (even if I didn't ask the question) than the "which one is better - this brand/model or this one".
With restoring classic cars you have to do a lot of research finding out where you can get things and even what it is that needs replacing if you don't know.
I like to think I know very nearly all the theory on Ford Windsor so I don't mind sharing it if you have a query.
there is a ton of stuff you need to look at. like strokers, long rods, roller cams, coatings, head porting, valve jobs like 3 angle, 5 angle, 30 degree backcuts, differnt styles of valves, etc. read as much as you possibly can.
For most build ups, the factory parts like cranks and rods are fine. All Ford pushrod V8's had forged rods, some are better than others, but they're all forgings. Cranks were mostly cast iron, but unlike the "otherguys" cranks, Ford's cast cranks are about as tough as their forgings. There are a few exceptions to this, but very few. Stay away from early 80's 50 oz/in 302 and 255 cranks. Other than these, they're all good, and plenty tough for everything but all out extreme racing, even then sometimes they're good, once prepped right. I agree with allcarfan------ how much power do you want to make then balance that with how much money you have to do it with. Many times, you can do things bit by bit, instead of all at once. Most people do it the first way, as time and money allow.
if you can't afford to do it all at once you have really only have a couple options if you want to be able to use new parts later on when money allows. you can either build up bullet proof bottom end and up grade the top end later or you can do heads, intake, etc. and do the bottom end later on.