This Triple J series will be such great content, one reason...there are many, is to provide accurate helpful information to people who have in the past turned to a popular Ford specific forum with a dedicated SBF section where there 2-4 voices who have very strong opinions about what can and can't be done with the 302 factory roller block. None of them have put up the sort of content you're doing Brent, and without the insulting tone so often handed out by the forum Guru's.
I like that method you used to check clearance. It gives a nice picture of where those valves are as the piston moves by. Thanks for putting that torque wrench on the crank.
Thanks Brent, am enjoying this video series on the “JJJ” . Will be interesting to see the results as we go along with you for the various upgrades. I love these little small blocks, they really respond well to mods as you know & will give some surprising results. Look forward to the final outcome!
Not sure if this has been mentioned but trick flow makes a spring kit for ford iron heads. Comes with springs, retainers, locks and seals. Might be an option
Hi Brent, this is the kind of yours videos that I enjoy the most. I know you are looking forward grow your channel, as far as I concern I love technical videos about engines. But I believe there is a plenty UA-cam user that love see whole project, I mean building a hole car and test it in the track, I know this could be expensive and you are trying save money for your flight lessons, but I think you maybe can buy a cheap car, build the engine on budget and test it in 1/4 mile. it is only a suggestion, your channel it's my favorite anyway.
I learn something every time I watch this channel. I thought you had to have a degree wheel to do this. Makes a lot of sense how to do it without one now! Thanks!
I prefer the clay. I mount the heads without a head gasket. My clearance issues have always been radial because my Edelbrock FE heads have 2.25/1.75 valves. and most pistons are made for smaller valves. I had to fly cut my JE piston valve pockets and take a few thousands off the edge of the dome. The dome was just barely touching the head with a 0.040 head gasket.
You're supposed to check this before you fully assemble the motor lease put one piston in the assembly Cam and head with the valves in it and check your check your valve and piston clearance in case you have to fly cut the pistons.
Many times we do cam swaps on the dyno, or with the engine assembled. There is no need to pull the engine all the way down to check piston/valve clearance.
@@lykinsmotorsportsBrent you demonstrated this method quite effectively. No worries about that old oil smell. It’s the pungent stench of decades old differential lube that lingers way too long 🤮.
I've read plenty of times that folks that will use the HO cam and gt40p heads should swap springs. But it's also nice to know that if you slapped them on an older flat tappet short block they would be good to go. How big of a flat tappet cam would those gt40 springs support?
Do the exploder pistons have any valve relieves? I ask because i can tell you that a 5.0 out of a 1988 LTD had no valve relieves and adding milled 1970 302 heads and an E-cam I had nice little witness marks where the valves hit the piston. I was using checker springs so no damage was done. It wasn't the lift it was the added duration that got me. As I was using 1.5 ratio rockers that belonged to the heads.
This Triple J series will be such great content, one reason...there are many, is to provide accurate helpful information to people who have in the past turned to a popular Ford specific forum with a dedicated SBF section where there 2-4 voices who have very strong opinions about what can and can't be done with the 302 factory roller block. None of them have put up the sort of content you're doing Brent, and without the insulting tone so often handed out by the forum Guru's.
this is the most comprehensive video I have seen on this topic and I think it is well done 👍
Thanks Brent for the Video, keep them coming. Hope all is well with you and your family!
I like that method you used to check clearance. It gives a nice picture of where those valves are as the piston moves by. Thanks for putting that torque wrench on the crank.
Thanks! Doing this on some 351c heads soon after installing some new roller rockers and this was very helpful.
Thanks Brent, am enjoying this video series on the “JJJ” . Will be interesting to see the results as we go along with you for the various upgrades.
I love these little small blocks, they really respond well to mods as you know & will give some surprising results.
Look forward to the final outcome!
Thanks Brent! Great info as always.
Not sure if this has been mentioned but trick flow makes a spring kit for ford iron heads. Comes with springs, retainers, locks and seals. Might be an option
Hi Brent, this is the kind of yours videos that I enjoy the most. I know you are looking forward grow your channel, as far as I concern I love technical videos about engines. But I believe there is a plenty UA-cam user that love see whole project, I mean building a hole car and test it in the track, I know this could be expensive and you are trying save money for your flight lessons, but I think you maybe can buy a cheap car, build the engine on budget and test it in 1/4 mile. it is only a suggestion, your channel it's my favorite anyway.
Excellent video and great explanation. Thanks
I learn something every time I watch this channel. I thought you had to have a degree wheel to do this. Makes a lot of sense how to do it without one now! Thanks!
Great video thanks
I prefer the clay. I mount the heads without a head gasket. My clearance issues have always been radial because my Edelbrock FE heads have 2.25/1.75 valves. and most pistons are made for smaller valves. I had to fly cut my JE piston valve pockets and take a few thousands off the edge of the dome. The dome was just barely touching the head with a 0.040 head gasket.
The point was, if you’re swapping cams on an engine and not changing heads/valves, you can easily check clearance without pulling the top end off.
@@lykinsmotorsports I now understand, thanks.
Thanks!
You're supposed to check this before you fully assemble the motor lease put one piston in the assembly Cam and head with the valves in it and check your check your valve and piston clearance in case you have to fly cut the pistons.
Many times we do cam swaps on the dyno, or with the engine assembled. There is no need to pull the engine all the way down to check piston/valve clearance.
@@lykinsmotorsportsBrent you demonstrated this method quite effectively. No worries about that old oil smell. It’s the pungent stench of decades old differential lube that lingers way too long 🤮.
I'm trying to use 1.72 wth a F cam and Scat 9000 series 331 kit. Hopefully the out of the box pistons work wth ported TW heads.....
I've read plenty of times that folks that will use the HO cam and gt40p heads should swap springs. But it's also nice to know that if you slapped them on an older flat tappet short block they would be good to go.
How big of a flat tappet cam would those gt40 springs support?
Explorer springs are as feeble as boiled pasta.
I'm surprised at how weak those valve springs were, this must be why the cam still has it's original lift.
Do the exploder pistons have any valve relieves? I ask because i can tell you that a 5.0 out of a 1988 LTD had no valve relieves and adding milled 1970 302 heads and an E-cam I had nice little witness marks where the valves hit the piston. I was using checker springs so no damage was done. It wasn't the lift it was the added duration that got me. As I was using 1.5 ratio rockers that belonged to the heads.
How’d that red distributor cap get in your shop??? Lol
It won't last long LOL
360p ?..cant see..squat...