EVEN GAPP AND ROUSH WERN'T PULLING THIS OFF! IT'S REALLY HARD TO BELEIVE BUT I'M BLOWN AWAY WITH THE MECHANICAL PERFECTION ACHEIVED. CUBIC BUCKS ON STEROIDS. YOU DO US FORD MEN PROUD! BRAVO. IT WOULD BE AT HOME IN AN ART MUSEUM, IT'S A VIRTUOSO SIR.
Brent you weren’t kidding when you related this to a no expense spared build. I was expecting shaft mounted rockers but with the stud girdle used everything should remain in its place at the rpm level you stated. At first I was thinking the dyno results were good but not quite up to this engines potential. But you waited until the end to disclose the compression and pump fuel details. Suddenly everything went from pretty good to excellent considering the relatively low compression and 93 octane fuel. The huge torque number was most impressive ! This Clevor is another good example of why you need to use alloy Cleveland heads on JJ Jr. Thanks for sharing. Time to relax and enjoy Memorial Day 🇺🇸🏁.
Easy. T&D makes paired rockers for Cleveland heads. They're not "shaft" rockers in the sense that an FE shaft rocker is, but each individual rocker is on a shaft.
@@lykinsmotorsports The T&D individual shaft rockers are what I had in mind. If the additional expense isn’t a problem then Jesel is a good choice for Cleveland heads designed for shaft mounted rockers. The former Funny Car driver “Wild Wilfred “ is making precision individual shaft rockers now. He also offers them for Clevelands.
"Cleavor." Jack Roush originated the word and had it as a call-out on one of his Pro-Pinto's. Anyway, best of both worlds. Ford should have offered a mid-size Boss 302 combination back in the day. Street or Race. Would have been killer! Keep up the good work and info. Hope to see Your Channel grow.
Bill the Boss 351 from 1971 is very much like a mid-size Boss 302. Despite the extra weight of the new ‘71 body style, the factory rated 330 horsepower Boss 351 laid down some respectable quarter mile times back in the day.
@@danielwilson6665 Kinda, sorta my friend. The Boss 302 had a better block architecture, better oiling and cooling system, forged crank, Holley carb. and other performance and durability features not seen with the Boss 351. The obvious disadvantage of the 302 was that it was C.I.D. challenged that created soggy low-end response for daily driving. The early Boss 302s had weak-skirted TRW-sourced pistons that often failed but were later corrected with FORD items. Throughout its production run, the engine could also have used a factory camshaft more in line with its performance nature. I've owned and driven both original Mustang versions with the 302 and 351. I've also built a few of each engine version, stock and race, through the years. Both Engine designs have been good to me. The Boss 351C as produced and installed in the "Aircraft Carrier" 1971 Mustang was certainly no slouch and could certainly hold its own with any other Domestic Musclecar of the day. In a well set-up, lighter car, the engine was killer. In pure racecars, as we are well aware, the race-versions of the Boss 351C were dominate... Provided one was able to overcome the inherent Cleveland weaknesses. That very point is what hastened the dawn of The Cleavor. I like the 351C for sure, though it is not my favorite Ford small-block overall. If Ford grew the Boss 302 Engine along with its elements, it would have owned street competition for years just as variations of the 351C and Cleavor did on racetracks for years. B.T.W. Daniel, I see Yours is an older post. Sorry, it took so long for my response. Just slipped by... 😉
FYI, the Dart aluminum 9.5” SBF block used for this build currently lists for $9500 and I found sale prices ranging from $7000 to $8148. It is listed as a bare block so I’m uncertain if those prices includes the steel cylinder sleeves.
Talk about a dream engine! I dream of an all aluminum Ford Windsor stroked to the max. Get the most cubes in the lightest package you can. After you mentioned the greater expansion that aluminum goes through maybe I should just take the 70 pound hit and use the Dart SHP block that is currently on sale for a tremendous price.
You’d be better off. Aluminum expands so much that it actually loses horsepower due to loss of ring seal as the block moves around. Not an aluminum block fan! I’ve seen 40 hp difference on 700 hp builds with the block being the difference.
Brent the expansion rate of aluminum is definitely a factor worth considering when choosing components for a build. I don’t know why more professional engine builders don’t discuss it. 70 pounds of weight for 40 more horsepower sounds like a reasonable trade off to me. Good information as always !
Excellent point about the application Brent. A lot of novice builders follow your expert advice to learn from your hands-on experience. I’m sure my comments are just basic stuff to you so please don’t think I’m trying to tell you anything you don’t already know. I just hope someone can take away something useful from the comments. If I’m way off base then I expect you to provide corrections as needed. I have the fullest respect and appreciation for everything you do 👍.
Super nice, really like seeing the envelope pushed in the right direction... would the newer fuel injection carburetor setups be a + or not in this application?
Most engine builders seem to be moving away from throttle body injection systems. They don’t make as much power as a carburetor and seem to have way more issues and are way less tune-able than a real port injection setup. Most notably TBI systems do not resolve cylinder to cylinder distribution issues inherent with many/most intake manifolds.
Weight is always a consideration in competition. Probably more so when turning corners on a road course. I’m a drag racer and never really thought about the importance in boats. Good question !
EVEN GAPP AND ROUSH WERN'T PULLING THIS OFF! IT'S REALLY HARD TO BELEIVE BUT I'M BLOWN AWAY WITH THE MECHANICAL PERFECTION ACHEIVED. CUBIC BUCKS ON STEROIDS. YOU DO US FORD MEN PROUD! BRAVO. IT WOULD BE AT HOME IN AN ART MUSEUM, IT'S A VIRTUOSO SIR.
That is crazy power for 93 octane.
And at only 6,700 rpm. Wow!
Brent you weren’t kidding when you related this to a no expense spared build. I was expecting shaft mounted rockers but with the stud girdle used everything should remain in its place at the rpm level you stated.
At first I was thinking the dyno results were good but not quite up to this engines potential. But you waited until the end to disclose the compression and pump fuel details. Suddenly everything went from pretty good to excellent considering the relatively low compression and 93 octane fuel. The huge torque number was most impressive ! This Clevor is another good example of why you need to use alloy Cleveland heads on JJ Jr.
Thanks for sharing. Time to relax and enjoy Memorial Day 🇺🇸🏁.
How are you going to use shaft mounted rockers with canted valves?
Easy. T&D makes paired rockers for Cleveland heads. They're not "shaft" rockers in the sense that an FE shaft rocker is, but each individual rocker is on a shaft.
@@lykinsmotorsports The T&D individual shaft rockers are what I had in mind. If the additional expense isn’t a problem then Jesel is a good choice for Cleveland heads designed for shaft mounted rockers. The former Funny Car driver “Wild Wilfred “ is making precision individual shaft rockers now. He also offers them for Clevelands.
That is a very impressive build. I am a huge Cleveland fan and that engine on pump gas no less is awesome.
My favorite engine. Built by the best engine man. Just jewelry.
Awesome build. Congrats to the owner. Great choice! Can’t say enough of this build. Pretty much an identical build if I could.
"Cleavor." Jack Roush originated the word and had it as a call-out on one of his Pro-Pinto's. Anyway, best of both worlds. Ford should have offered a mid-size Boss 302 combination back in the day. Street or Race. Would have been killer! Keep up the good work and info. Hope to see Your Channel grow.
Bill the Boss 351 from 1971 is very much like a mid-size Boss 302. Despite the extra weight of the new ‘71 body style, the factory rated 330 horsepower Boss 351 laid down some respectable quarter mile times back in the day.
@@danielwilson6665 Kinda, sorta my friend. The Boss 302 had a better block architecture, better oiling and cooling system, forged crank, Holley carb. and other performance and durability features not seen with the Boss 351. The obvious disadvantage of the 302 was that it was C.I.D. challenged that created soggy low-end response for daily driving. The early Boss 302s had weak-skirted TRW-sourced pistons that often failed but were later corrected with FORD items. Throughout its production run, the engine could also have used a factory camshaft more in line with its performance nature. I've owned and driven both original Mustang versions with the 302 and 351. I've also built a few of each engine version, stock and race, through the years. Both Engine designs have been good to me. The Boss 351C as produced and installed in the "Aircraft Carrier" 1971 Mustang was certainly no slouch and could certainly hold its own with any other Domestic Musclecar of the day. In a well set-up, lighter car, the engine was killer. In pure racecars, as we are well aware, the race-versions of the Boss 351C were dominate... Provided one was able to overcome the inherent Cleveland weaknesses. That very point is what hastened the dawn of The Cleavor. I like the 351C for sure, though it is not my favorite Ford small-block overall. If Ford grew the Boss 302 Engine along with its elements, it would have owned street competition for years just as variations of the 351C and Cleavor did on racetracks for years. B.T.W. Daniel, I see Yours is an older post. Sorry, it took so long for my response. Just slipped by... 😉
Love the details which makes this a perfect video for a motor head
Keep them coming Brent, I love the commentary to see everything that goes into these awesome FORD builds! 😃
FYI, the Dart aluminum 9.5” SBF block used for this build currently lists for $9500 and I found sale prices ranging from $7000 to $8148. It is listed as a bare block so I’m uncertain if those prices includes the steel cylinder sleeves.
I have 2 boss cleavlans and 2 built 2 bb.engens and thay are awesome
That is a beautiful motor and a beautiful outcome.Thank you so much good job
Very nice build brent
Enjoyed it!😊
Talk about a dream engine! I dream of an all aluminum Ford Windsor stroked to the max. Get the most cubes in the lightest package you can. After you mentioned the greater expansion that aluminum goes through maybe I should just take the 70 pound hit and use the Dart SHP block that is currently on sale for a tremendous price.
You’d be better off. Aluminum expands so much that it actually loses horsepower due to loss of ring seal as the block moves around. Not an aluminum block fan! I’ve seen 40 hp difference on 700 hp builds with the block being the difference.
Brent the expansion rate of aluminum is definitely a factor worth considering when choosing components for a build. I don’t know why more professional engine builders don’t discuss it. 70 pounds of weight for 40 more horsepower sounds like a reasonable trade off to me. Good information as always !
It just depends on what application you're running. 40 horsepower in a drag car is worth .2 of ET. 70 lbs of weight is less than that.
Excellent point about the application Brent. A lot of novice builders follow your expert advice to learn from your hands-on experience. I’m sure my comments are just basic stuff to you so please don’t think I’m trying to tell you anything you don’t already know. I just hope someone can take away something useful from the comments. If I’m way off base then I expect you to provide corrections as needed.
I have the fullest respect and appreciation for everything you do 👍.
Great details in all your builds.
Great motor! Always loved Cleveland's. Do you think you'd have made as much power with a Cleveland bottom end built the same way?? Thanks.
Really nice build Brent. I’m interested in a all aluminum short deck 347 build. 4.125 x 3.25. Probably a milder build.
Big Dogg Clevor. ❤💪
Super nice, really like seeing the envelope pushed in the right direction... would the newer fuel injection carburetor setups be a + or not in this application?
EFI never makes more power than a carb.
Most engine builders seem to be moving away from throttle body injection systems. They don’t make as much power as a carburetor and seem to have way more issues and are way less tune-able than a real port injection setup. Most notably TBI systems do not resolve cylinder to cylinder distribution issues inherent with many/most intake manifolds.
Awesome!.....😉👍
that thing could be a beast in nascar
WOW, and pump gas.
Brent do you think with Jays new heads our old fe's will be able to make close to what these do per inch.
Awfully close.
Brent, did you weigh the completed engine? I'm only asking because as a boat guy, weight is everything.
Weight is always a consideration in competition. Probably more so when turning corners on a road course. I’m a drag racer and never really thought about the importance in boats. Good question !
Nice!!