Ben, that is clever. A little more go power at the expense of some careful planning and grinding. These are the ideas that keep hot rodding interesting.
Absolutely it is the best part with different approaches trying to make more power! From the science of cylinder heads to bore and stroke advantages plus cam and valvetrain dynamics plus many others!
"OK THEN DON'T BUY A CRANKSHAFT THAT WAS REGROUND IN A MACHEEN BETWEEN CHUCKS (SIMILAR TO A DRILL CHUCK /BIGGER) BECAUSE YOU WILL LOSE THE PRECISION THE FACTORIES PUT INTO THEM ORIGINALLY . I"VE NEVER HAD TO "REBALANCE" A CRANK AFTER TURNING IT . A GOOD QUESTION ? HOW DO YOU GRIND AN OUT OF BALANCE CRANKSHAFT ? I GET FLACK ABOUT THAT FROM GENUINENESS OUT THERE AND NO HARM TO THEM THEY ONLY KNOW WHAT THEY HAVE BEEN TAUGHT OK NOW YOU HAVE SOME MORE KNOWLEDGE PLEASE TELL ME WHO DOES THEM THE SAME PRECISE WAY THE FACTORIES DO THEM ? OTHER THAN HANK THE CRANK & MAYBE A HANDFUL MORE IN NORTH AMERICA HAVE A NICE DAY AAA.. JIM BURKE
Love this stuff, I remember moving Ex valves over in 460 ford engines and changing the Ex port, back in the early 80's, when I was lucky enough to work at Danbury Competition Engines, still good friends with the owner!
I myself rarely put a lot of effort in to the into the exhaust side. The exhaust is under positive pressure and the air as it comes up to TDC, a bit of exhaust will act as a cushion to the jerk on the pistons and rods . If the chamber is empty it yanks on the rods with enough force to break a rod. About 65-68% ratio of intake to exhaust flow on a bench at 28in , just a thought.
Thanks Robert. We are here to learn and even from me just reading the comments helps greatly in understanding the dynamics of an engine. Many comments are helpful big time that is for sure.
@@benalamedaracing2765 I wish I could do this on the FE. I want to turbocharge a 410, but the valve arrangement won’t allow moving the head. It would on any other style head. I am here to learn also. I enjoy learning new things. I wish there had been more options for 4.63 bore spaces engines.
Thank you Ben. Your uploads always give me something to think about or how to see things in a different light. Some may say that the SBF has no more secrets behind the curtain, your videos demonstrate otherwise. Looking forward to the next one. ✅
Man, just watching your video seminar just shed some light on what this old timer was telling me what he was doing in the engine machine shop… He always had dozens of engine gaskets on the shelf but, I could not see the hidden potential in managing engine horsepower… Great video seminar…👍🏾
@@benalamedaracing2765 , yes… These guys I know build IMCA racing engines for dirt cars down south in Louisiana and I had them build an engine for me for my little street stang… They had my engine flowed and dynoed at Diamond Race Engines in Hammond, La… I knew he was doing the same things you were talking about making horsepower… They didn’t want to talk too much in detail about their work but, when I was listening to you, they was holding back talking about race engine terminology also… You know your work, that’s all I can say sir…👍🏾
@@fstjack6525 , yes it does and those who disagreed perhaps were quick to close their minds. One has to think how the departure angle from the valve seat does really affect flow and mixture homogeneity specially when one opens up to unshroud the valve.
I'm visualizing 7/16" or 1/2" end mill shafts passing through a bushing in the end of a cylinderical guide with about a .050" wall thickness that contains the mill with about a .005" of side clearance, extends beyond the end may be 1/16", but then only shields 180 degrees of the radius. Every freaking time I ever do mutiples of anything by hand I end up making a GD tool anyway. I can't get anything right the first time to save my life, seldom the 2nd either, and most often it's the third. LOL You really think out of the box Ben; and that's what makes you the winner you are.
F-ing A ! I can damn sure relate. My buddy the AFP has a lathe and a mill in his garage and his daddy was a gun-smith. I don't know what I'd do without him man. LOL@@benalamedaracing2765
Ford's factory engineers solved this in 1969 by canting the valves and notching the cylinder wall at the deck. You can put a 2.25" intake on a 4 inch bore with a 1.71" exhaust. The 351 Cleveland head was well ahead of everyone else at the time. I like the way you think. Move the head, genius
Thats such a cool idea, I have always checked from under the block to be sure of the alignment over the bore but I hadn't thought of deshrouding the valves that way, I think that would be worth serious power to a good port Man. thankyou Ben, that is realy clever
On a SBC gen I . What about notching the cylinder bore in a 4.030" - 4.040" bore size? Using a larger diameter head gasket. Wish to use 2.10" valve size or largest possible and unshroud it with an angled notch.
I would not do that on a SBC and notching the cylinder wall make sure it does not go past the ring travel! Minimum gain however so I wonder what you are trying to do?
Always learning something new makes sense to me sir . Mr Alameda could you talk or inform us on cam events traping the mix and when to release it .thankyou peace
Tim!, just got done with a runner up against a billet headed small block and considered we did very well! The competition ran a canted valve small block and we need a penalty applied so we felt like the competition against the Clevelands back in the day! lol We ran an inline SBF.
@@benalamedaracing2765 hey Ben, sounds like you got it going on. Just got a new computer. So I should be good to go. Glad those Cleveland’s have you a work out lol.
My man! I appreciate this knowledge you humbly shared. If you dont think my lil late model Windsor with old model heads dont get a hole wallering... and a '"Alameda $hiftkit" ..... You got another thing coming!!!
While I get your points here, to me, this illiterates the paradox of increasing valve size, resulting increase in shrouding, and the decrease in discharge coefficient, for a larger throat. I personally feel, another strategy, as you stated later in the video, would be to exploit intake departure geometry to minimize shrouding, and maximize valve lift, for the increase in valve curtain area and discharge coefficient. I suspect that your head offsetting, without any increase in valve size, and maximizing lift, would result in large gains. All good stuff, for thinking people. Thanks for sharing.
Thanks for your thoughts and truth is there is always a point of diminishing returns. What I have shown here is the benefits of overbore 4.00 to as much as 4.190 on SBF "plus" shifting moves the valve far beyond what was thought possible! I made many comments about it but would never insists to do so until now explaining thru the whiteboard what i going on, very hard to disagree with! However, there will always be others who would think otherwise and it is ok as well.
@@benalamedaracing2765 I have learned that any effort on the exhaust side is a waste. The end of the exhaust stroke cushions the yanking force on the pistons and rods and when that big intake opens and the SSR is right the chamber will push the end gasses out within the optimum window to pull the intake flow all the way down until it’s almost if not within the same window to the TDC smack and the plug lights it. NA you need to minimize the amount of yank on the rotating assembly. And this I have learned from Ben.
Depending on how much you shifted it the manifolds today have smaller ports or welding (epoxy) goes a long way! I had an old one where I split the manifold in half and rewelded it back and it is hard to catch except if you looked inside the plenum...
Ok, how much room is there in an AMC 304 bored out to the maximum recommended by the factory to 3.875? I’ve been trying to find out for years because I’m cheap and an otherwise throw away motor, I think there’s good gains to be made. Also, what about offset boring? Not for the 304, but for everything else.
Jose, sometimes it pinches one side of the rod pin and it is not a straight up travel anymore loading one side of the rod bearing more than the other. I feel a "centered" push on the connecting rod is important specially with lots of rpms and power.
Hi Ben, I can’t get enough of your skill full knowledge 10/10… Question, I am building a big block 454 chev, can this head move also help my build? I’m guessing it can but I’d personally like your input! Keep up the great work you do, Australia ❤
It would work if you have big valves that need a little bit more space for breathing specially for high effort builds! Otherwise keep it simple and do this if you are trying to get the most of the combination.
While I don't think I will be off-setting the head at all, I do have a perfect project to test this on. I have an Iron block LS 5.3L that I planned on taking out to LS1/6 Bore Spec and putting forged pistons into anyway. Since the 862/706 Cathedral Port heads already flow so well and are free with the motor, rather than trying to track down a set of 243 heads, I will take the time to simply unshroud the Intake valves and work on the chamber to accommodate the increase in bore that I will be getting from the iron block (from 3.780" to 3.905") and leave the stock valve sizes for now.
Good move and like I stated on this video, use only on max effort builds. It should really improve when you apply your plans to the build up. Good luck Joey.
It is possible and it would not be very much because we have issues with chain alignment. One you must mill the sprocket and add spacers on the other. It can be done however and it should give an advantage specially under boosts!
Few realize the LS head is closer in design to a SB Ford than it is to a SB Chevy. There are only 2 bolt holes that are slightly off and a slight difference in the water passage between the SB Ford and the LS heads. In a pinch the head gaskets can be interchanged with very slight modification. The LS head is the head design that Ford SHOULD HAVE USED on their SN instead of the restrictive heads they did use. Basically the LS head is the race version of the Ford head. I remember reading somewhere that Yates from Ford racing fame was somehow involved in designing the LS. Whether it is true or not I can't say for sure but it is interesting how the LS heads are almost a direct bolt on to the SB Ford which was introduced in the early 60's, with the exception of 2 bolt holes by about 1/8" and a slight difference in the water passages. This is the first of your videos I have seen but am now a subscriber.
Similar indeed with the dowels just slightly smaller and like you stated the bolt hole slightly off to one side. This said the intake valves are in opposite directions so we must take not of that when we do this shifting of the heads.
Makes absolute sense. Again makes me wonder why the head designers, even with inline valves, wouldn't design this offset into the combustion chambers and taper the chamber to unshroud the intake valve near the cylinder wall.... Even for the lowly 4" bore? To me, this modification is to improve what is lacking in the design. So instead of having to grind head bolt and dowel holes, just design them this way, cylinder head world!
Been doing this for years on small block Ford's. Making up offset dowel pins, and using the mill to clearance the head bolt holes, is pretty easy. How do you feel about indexing the crankshaft, wrist pin offset. What's your take on piston to rod ratio? Glad I found your channel, we think alike. Take care.
Could you use an offset valve for the exhaust? It would give you more room in the center of the port. Then open up the intake side and put a larger valve. A 2.250 valve or more could fit.
When I was a kid, I had a racing kart. I cut out everything in the ports and blended the eyebrows between the cylinder and valves. Lost compression so I was going to shave the head to raise it back up. Not enough. I then welded around the spark plug hole and by adding material, I raised it back up. But, like you, I found that counter boring the valve guides and canting the valves away from each other, I could make it easier for the flow to develop. Then I decided to build 302 with the junk heads on a 79 Ford Futura. I think I was intimidated by working on my daily driver.
Love it learn something new every day, two thumps up championship type move . I'll take knowledge over cubic $ The "macheen" LOL work was a little sketchy but the results A... Love it / A.K.A. Motor Mouse Thank You James T. Burke Old School Atlantic Canada P. S. After I lap a valve in I grind up to the edge on the lap line to get my seat width & O.D. up as close to the O.D. as permissible Your Right 2 ears / 1 mouth !!! Gooday
Those LT style would not swap straight to the older LS blocks because the valve position is reversed mimicking the Ford layout. Now you need Ford style piston reliefs.
Why not move the exhaust over towards the cylinder wall so you can make the intake valve bigger and you can still shift the head - many Super Stock Racers use your SHIFT THE HEAD TRICK Problem with the LS Engine is the bore spacing will not allow a bore that big even with the 6.0 Iron block there is a limit to the bore diameter with the OEM blocks - spend the money on the aftermarket block and then you re in business and can use the LS-3 heads with 2.165 int and 1.990 exh and get tricky with the valve seats and guides - but the intake will flow in the 380 range at 800 lift -- Using OEM HEADS The way we did the offset was using offset dowel pins Always great information that many engine builders don't know
Thanks Wizard. Big intake is great but i feel a 1.990 exhaust is way too big and will over scavenge even the dynamic compression charge just ingested during the intake stroke.
@@benalamedaracing2765 - You are correct and we found that out the hard way - our solution was different, let me explain - What we found in the exhaust was step headers and when we got them right they over scavenged the exh system and still made more power - the first choice was to kill the low lift flow, that helped but , so order another pair of heads done with the low lift flow at max for that head (iron turbo chevy) my solution was a reverse cam where the exh is smaller than the intake and that did both; by the time were were through we had 21 more hp and 50 ft lbs of torque then the other way --- What happens if we put all these tricks together including the "V" Grove ---- I wanted to put the "V" grove in the piston -- When you look at the timing events you can see where the exhaust is the single most important part of the 4 cycles -- In actuality the EXH is the same as a pulse jet engine, so we can use that tek to apply the kenotic energy to the power output of the engine -- Audi uses it to generate extra hp by keeping the turbo spooled up they call it the rocket in the exhaust Actually 2-strike tek
Looks like a bit more flow from unshrouding but curious as to how much better the exhaust flow would be under power since the valve taper in the head to the valve is flush with the bore now?
Not really much of a concern because the exhaust is under pressure and it will evacuate itself readily even when shrouded. In fact most if not all state of the art cylinder heads installs the biggest intake valve while the exhaust keeps getting smaller in diameter and much closer to the cylinder walls!
Hello Ben another great video , that guy you were arguing with I think I argued with him also 😂 😂 nah there's alot of these guys out there that when you tell them these things they just don't want to believe it but then they wonder how is your car going that fast it makes no sense to me but then again common sense isn't that common 😉 great seeing you thanks for sharing your knowledge
@benalamedaracing2765 that's what I like about you Ben you let your cars speak for themselves and besides you are to nice of a guy to argue with, hey Ben another thing you prove is that nice guys don't always finish last 😉
Hi Ben, looking for a thought on this. I have a thick enough block to build a 4.13 bore and 3.98 stroke 426.51 ( 428) with a CJ iron crank, they are strong cranks and can be lightened considerably and be internally rebalanced. The stock rods are what were used on the 428 CJ and with mildly used rods and ARP top tier bolts at 3/8 inch and good resizing they are 6.488 long and pretty strong. They are forged 5140 steel, they have been polished and peened. I don’t have pistons yet. But if I used flat tops and milled the decks from 10.17 to 10.155, zero desk ch would be 1.677. I have a solid roller a Bullet Ultradyne ( Harold Brookshire design) 245@ .050 both sides asymmetrical exhaust, .600 lift 110LSA and a 106 intake center, but I intend to retard it to 110. I have COAE-D heads that are ported to flow 295 and they are 68 cc chambers. I am shooting for 600 hp 550 ft lbs of tq. Do you think that these factory parts will handle this or should I go for the 6.7 BBC rods ? The C0AE-D. Soft chambers at 67 ccs. I think it can do it. I have ARP main studs and crossbolt aluminum main caps for 2 and 4 mains to prevent cracking. The rest are iron with the ARP studs. The intake is a PortoSonic with a 2 inch spacer single plane and an 850DP, 2 inch Crites headers and 3.5 collectors. I think this should be good enough for 600 hp do you? Thank you so much for your ideas and your help as well as your time with the LAPD. I have great friend who lives with Lancaster and he had a half ownership of a Volvo Dealership. And two brothers in Palmdale who raced a White 69 Mustang with a 428CJ in C/SA M&M Racing one brother passed away and the other moved to Utah. He gave me a bunch of parts ., Really great guys all. We are some of the last of the little guys running FEs. But I think Ray Paquet took his 9000 rpm T-Bolt 427 ci into the 7s he might be moving heads up with the Hemis next year.,well Merry Christmas to you and yours. Just wanted to pick your brain a little. I’m on a shoe string budget, but I won’t step over a dollar to save a dime.
I really like this tutorial, Ben! That's thinking out of the box! Definite BAR secrets your sharing :) So is it safe to say that even a simple head bolt clearance as you've demonstrated will net benefits without larger valves? My block is .040 overbored. Shall we clearance my head for added unshrouding?
I did the groove and that is more important and moving the heads is only for the max effort full race builds. Street it is possibly not really needed except for massive boosts where it needs space for the intake valve to breathe.
AFR heads comes in metric stem size which short of titanium, perhaps the lightest ever sold to the masses. I like them specially for road racing with higher than normal engine speeds.
Are the trickflow forged pistons for the wedge heads on a 351w a good option for boost or are there better options for the $. What piston or rod would you like for 750-800 wheel? Thanks
Tim, best to give them a call because I have no idea how far down the top ring is and that is a definite issue to be concerned specially if you will be boosting plus what kind of forging pistons they offer!
Ok so i can move head on left bank toward and right bank toward back firewall 60.000 of inches.. on my ls 5.3 😮😊 .. wow im going do that and v-groove on toward by intake vavle .. man im getting excited here .. i can't wait try out.. i have connect rod bolts and head bolt head ARP . AND STUD.
Ls requires the opposite move from the Ford because the intake valve is in reverse. Therefore, move the driver side to the firewall and the passenger side towards the front of the block. Good luck Warren.
Using this application on a set of N351 yates heads on a 302 block for street with intake running flow of 207cfm with port and polish at 6500 rpm and still pulling what do you think would be the flow number gains?
I always like the N head and I have no idea what it will do depending on the guy porting the head, if he knows what he is doing or is a magician of sorts! lol
Good vid as always Ben. On a different topic I wanted to know what transmission you like or favor for a small block ford automatic or standard and why? Oh and do you do crate engines?
On 302 I like the 5 speed gearbox and anything bigger I prefer automatics because of the added torque from displacement. I am retired and do very limited engine builds at this time.
@@jarez3781I like the C4 over the C6 which slowed me down big time from the heavy rotating mass inside the trans. 2 speed has its place in bracket racing and very high horsepower small tire racing with boost/nitrous. Anytime it is NA we stick with the Mopar torqueflite or the T350-400. I avoid Ford transmissions for serious efforts.
Mr.Ben, Thank you for this channel and your wisdom shared! I've seen all kind of videos on stroking Windsor' I'm a Cleveland man can I stroke one to 427ci? Also a 427 fan, besides the gains, as a bod to the 427FE. Thanks again!
@@benalamedaracing2765 i do too i like David book how to build horse power hopefully i can binge watch all their videos and soak in this knowledge (including yours) while i'm young so i can build this VR6 engine to the maximum potential and try to make it street legal. lol...
Redrill the bolt holes and manifold ports are mostly smaller for that purpose! Mismatch big time may weld, epoxy or split the manifold and weld back together.
Depends on the rpm and cam specifications you are using at the moment. Power is money therefore how much do we have and it goes hand in hand and very hard.
Good in depth info . Thanks for sharing it with us all. Did you get a chance to look at the info on the Arias Headed engine I have. I text it to you a while back. Thanks
my theory is to use rockers with a high ratio, as this will make the low and mid lift air flow less restrictive with a faster and sooner lift. the peak cam lift may need to be lowered, as the high ratio will lift the valve higher, so you will need to prevent valve and piston clearance issues.
That's pretty genius Barney that's a pretty good idea You've got talent, 👍🚩 I got a question though would it help the head gasket in the center between the cylinders not blow is easy I know you don't like answering questions ❓❓
I actually enjoy answering questions to further clarify what I posted or said. As you can see there are ample space to seal between the bore and it gets tricky when you have a larger than normal overbore on the cylinders then one must be very careful it does not overlap.
I always liked to think of intake valve position like a scroll housing, except its compound: doesnt just open up from 3-7 o'clock as a circle in circle drawings shows, it lays back at the same time. So the 3 o'clock starting point becomes critical: how many degrees does the chamber edge deviate from the path of outer diameter valve travel [seat to perhaps 0.300" lift, just to pick a number close to some heads]. So in going from say 18 degree valve angle heads to 13 or what have you, the chamber is less of a headache, but where is the cylinder wall vs intake guide centerline. And what a great [symmetrical] tip: when you can't move the guides... nudge the cylinder head over a hair
@@benalamedaracing2765this is just a junkyard to backyard build that I'm thinking about, I actually answered my questions on another post but thanks for the idea and i hope to expand on it .
Hi I know this is off the topic so I’m putting a stroker 408 together and I was trying to remember if on ur other video u explained oil pressure which one did I suggest to close the holes with the bearings is on the rods or the crank ? Before I forget clearance is.002 in ur professionalism is it. Better to increase clearance by .005 to create better pressure ? Thanks ur opinion is important thanks
I would follow the bearing manufacturers suggestion and if you are running 0-5wt oil then I would tighten it up even for a 2.100 rod clearance to .002. Might be too tight if you are using 20w-50 @ high rpms. Factory 351W if would open up the mains at minimum .0028 to .003 avoiding the thin oils I listed above because the mains are just too big for high rpms.
With this mod is it possible for the head to shuffle because the dowel is no longer firmly locating the head? Maybe add a thin piece of curved steel to fill the gap around the head bolts/dowels to prevent shuffle? Also, can you chamfer the cylinder bore above the top ring like the Cleveland blocks?
@@benalamedaracing2765 Barry Robotnik did a 427 FE for EMC and he has Blue Thunder head s and he welded the dowels and the moved the holes in the heads and relocated the head towards the valley. He made 659 hp with 427 ci at 11:1 and ran it on 91 swill. Moving the head made quite a difference, but I could see the pics then and he had some trapping on the pistons, just blotches of brown.
@@Bbbbad724 I was forwarded an invitation to EMC by the original creator of the series. I could have but at the time I was full time @ LAPD and could not dedicate seriously to it. First time winner Joe Sherman told me to join and possibly winning like he did because we were and his son Steve, came up with a Ford vs. Chevy "Match Race Madness" and the rest is history.
@@benalamedaracing2765 That is really cool! I think that you should study the rules really well and build a combination that really fits the rules. Blair Patrick won it a few years ago with a .040 over 390 with iron C4AE-G heads at 399 ci making 597 hp. I sure hate that my C4AE-G disappeared from the machine shop after I had really scienced them out, and they claimed I had picked them up. Gone! But he figured out how to make the most points based on the rules, and scoring points. I wanted to use those heads to compete. Like losing my sight to drive, just another brick in the wall. Go for it! The small block Ford is really underrepresented, but I would love the SHP 4.125 bore and use aluminum main caps on 2 and 4 like I plan to do on my 428. Just have to start over in the heads, they would have made 600 hp on a 400 ci FE.
@@benalamedaracing2765 Jon Kasse has won a lot and you are the right to compete with him! Put one of your best pieces together and go for it. I consider you the best FE and SBF library of knowledge in any engine. I think you would win, running away.
@@kevin2960 I am trying to understand and boring offset outwards does not change the bore relationship distance to the intake valve. From what I can see it makes the exhaust valve side even farther which is what we are "not" trying to do actually the opposite. There is no more room to offset bore and on the 400sbc you will run into the thin head bolt between the cylinders and same with the 350, not much meat between to make a good seal between the cylinders. Could you explain because I am not following. Thanks Kevin.
@@benalamedaracing2765 we did this on bowtie blocks and other aftermarket blocks. They used to do it on the big racing engines. You bore the front 2 and back 2 cylinders closer together and leave a bigger gap in the middle.
@@benalamedaracing2765 yessir. The LS3 heads I use have to big of an intake valve but it could still be moved, it would help. The intake is over close to the chamber and when you put them on a 4 inch bore there is a ledge from the bore. I'm going to move the head or put a small bevel on the top of the bore.
I have been quite. Some are open to innovate beyond the obvious or not too obvious and others are always doubtful. I never insist I know this or that and just give an opinion and if some disagree I am ok with it and continue on.
@@benalamedaracing2765one more ask ? I heard they could do piston flip flop reverse? Or can do on LS piston? Or leave it alone ? Center piston pin are offset ? I heard they do on old school way?
Everyone chamfers the bore or else you break the rings when you install them. Back cutting the chambers yes as long as you do not pull away from the exhaust seat drastically and blow up the airstream with turbulence...
If everyone kept doing what's already been done there would never be any progression & this business has always had a lot of people who will shout down other peoples ideas because they didn't have the idea themselves or cannot wrap their mind around it because of cognitive bias!
You hit it right on the head William! I remember when I did the first modified plenum for the 4.6's, I had so much criticism from shops specializing in that engine because I beat them to it, had a run for about a year and a half until manifold companies caught up copying what I started and produced hundreds of them! lol
In the years and dozens and dozens of heads never once did I have an issue. Around the chambers is the thickest part of the castings therefore the chance is almost non existent.
All US combat jets utilized the same female type voice to warn the pilot from altitude- altitude to fuel status. Turn off? For you perhaps but attention getter for many.
Ben, that is clever. A little more go power at the expense of some careful planning and grinding. These are the ideas that keep hot rodding interesting.
Absolutely it is the best part with different approaches trying to make more power! From the science of cylinder heads to bore and stroke advantages plus cam and valvetrain dynamics plus many others!
I love folks like you sharing your knowledge what good is knowledge if you don't share it
Agree when it is not shared what good will it do the world of racing?
"OK THEN DON'T BUY A CRANKSHAFT THAT WAS REGROUND IN A MACHEEN BETWEEN CHUCKS (SIMILAR TO A DRILL CHUCK /BIGGER) BECAUSE YOU WILL LOSE THE PRECISION THE FACTORIES PUT INTO THEM ORIGINALLY . I"VE NEVER HAD TO "REBALANCE" A CRANK AFTER TURNING IT . A GOOD QUESTION ? HOW DO YOU GRIND AN OUT OF BALANCE CRANKSHAFT ? I GET FLACK ABOUT THAT FROM GENUINENESS OUT THERE AND NO HARM TO THEM THEY ONLY KNOW WHAT THEY HAVE BEEN TAUGHT OK NOW YOU HAVE SOME MORE KNOWLEDGE PLEASE TELL ME WHO DOES THEM THE SAME PRECISE WAY THE FACTORIES DO THEM ? OTHER THAN HANK THE CRANK & MAYBE A HANDFUL MORE IN NORTH AMERICA HAVE A NICE DAY AAA.. JIM BURKE
Love the DragBoss & his channel. Thanks Ben for the great info!
Our pleasure!
Man, this is killing me… An old school street car racer in south Louisiana was doing this and didn’t see it… Knowledge is power sir… Thank you…🙏🏾
Yes sir knowledge is indeed an integral part of racing technology.
Definitely not chesting in my opinion. It might result in a new rule but that just means your trying. Thank you for sharing your time and knowledge.
It is only cheating when caught sir! lol
@@benalamedaracing2765 😆
@@benalamedaracing2765 doyouhave 632cthey
Love this stuff, I remember moving Ex valves over in 460 ford engines and changing the Ex port, back in the early 80's, when I was lucky enough to work at Danbury Competition Engines, still good friends with the owner!
I am sure you guys tried many things like I did...
I myself rarely put a lot of effort in to the into the exhaust side. The exhaust is under positive pressure and the air as it comes up to TDC, a bit of exhaust will act as a cushion to the jerk on the pistons and rods . If the chamber is empty it yanks on the rods with enough force to break a rod. About 65-68% ratio of intake to exhaust flow on a bench at 28in , just a thought.
Our eyes are learning to look at combustion chambers quite differently, thanks Ben.
A lot of gains are realized by the chambers. More than one engine familiy runs way better than would appear.
Thanks Robert. We are here to learn and even from me just reading the comments helps greatly in understanding the dynamics of an engine.
Many comments are helpful big time that is for sure.
@@benalamedaracing2765 I wish I could do this on the FE. I want to turbocharge a 410, but the valve arrangement won’t allow moving the head. It would on any other style head. I am here to learn also. I enjoy learning new things. I wish there had been more options for 4.63 bore spaces engines.
Thank you Ben. Your uploads always give me something to think about or how to see things in a different light. Some may say that the SBF has no more secrets behind the curtain, your videos demonstrate otherwise.
Looking forward to the next one. ✅
Thanks and like anything else thinking outside the box has its rewards.
@@benalamedaracing2765 he
Hi
@@benalamedaracing2765
Man, just watching your video seminar just shed some light on what this old timer was telling me what he was doing in the engine machine shop… He always had dozens of engine gaskets on the shelf but, I could not see the hidden potential in managing engine horsepower… Great video seminar…👍🏾
The devil indeed is in the details! Old man probably was sneaky at the track with his engine set ups!
@@benalamedaracing2765 , yes… These guys I know build IMCA racing engines for dirt cars down south in Louisiana and I had them build an engine for me for my little street stang… They had my engine flowed and dynoed at Diamond Race Engines in Hammond, La… I knew he was doing the same things you were talking about making horsepower… They didn’t want to talk too much in detail about their work but, when I was listening to you, they was holding back talking about race engine terminology also… You know your work, that’s all I can say sir…👍🏾
I watch every video you upload. Thanks for everything
Appreciate it very much Frank!
Great video, unshrouding makes real flow + hp increases.
@@fstjack6525 , yes it does and those who disagreed perhaps were quick to close their minds. One has to think how the departure angle from the valve seat does really affect flow and mixture homogeneity specially when one opens up to unshroud the valve.
U r giving away secrets as a engine builder i day hat's off i have done this before in tractor pulling and it works real good with three turbos
I'm visualizing 7/16" or 1/2" end mill shafts passing through a bushing in the end of a cylinderical guide with about a .050" wall thickness that contains the mill with about a .005" of side clearance, extends beyond the end may be 1/16", but then only shields 180 degrees of the radius. Every freaking time I ever do mutiples of anything by hand I end up making a GD tool anyway. I can't get anything right the first time to save my life, seldom the 2nd either, and most often it's the third. LOL You really think out of the box Ben; and that's what makes you the winner you are.
Every successful engine builder has a good machinist with him or a shop that completes the magic! I wish I can do everything but I know my limits.
F-ing A ! I can damn sure relate. My buddy the AFP has a lathe and a mill in his garage and his daddy was a gun-smith. I don't know what I'd do without him man. LOL@@benalamedaracing2765
Thanks Ben. It’s very interesting and informative like all of your videos.
Thanks and there are more...
Thank you for all your teaching!!
You are so welcome Rick and thanks as well for tuning in!
Ford's factory engineers solved this in 1969 by canting the valves and notching the cylinder wall at the deck. You can put a 2.25" intake on a 4 inch bore with a 1.71" exhaust. The 351 Cleveland head was well ahead of everyone else at the time.
I like the way you think. Move the head, genius
Hope your well, I hope to get out to the drag strip,it would be nice to see some locals from the neighborhood !!!👑🌎👍🤙👍
We should be doing the NA 10.5 in Vegas next. They are mostly from California.
Be pretty easy to knock up offset head dowels in a 4 jaw independent lathe chuck. I think you can buy them for a big block chev.
Thats such a cool idea, I have always checked from under the block to be sure of the alignment over the bore but I hadn't thought of deshrouding the valves that way, I think that would be worth serious power to a good port Man. thankyou Ben, that is realy clever
When you are trying to get the most it is one way to get an advantage that is not obvious to the competition.
Wow that is thinking outside the box !!! Thank you Mr Alameda .
Thanks Bob!
This man's a genius!!!!!
Thanks !
On a SBC gen I . What about notching the cylinder bore in a 4.030" - 4.040" bore size? Using a larger diameter head gasket. Wish to use 2.10" valve size or largest possible and unshroud it with an angled notch.
I would not do that on a SBC and notching the cylinder wall make sure it does not go past the ring travel! Minimum gain however so I wonder what you are trying to do?
Always learning something new makes sense to me sir . Mr Alameda could you talk or inform us on cam events traping the mix and when to release it .thankyou peace
I will try Trev and that would be good info.
Thankyou mr Alameda
Hey Ben, thanks for the shout out!! Just started to watch this, Great video so far, yes we need to get back on our project....
Tim!, just got done with a runner up against a billet headed small block and considered we did very well! The competition ran a canted valve small block and we need a penalty applied so we felt like the competition against the Clevelands back in the day! lol We ran an inline SBF.
@@benalamedaracing2765 hey Ben, sounds like you got it going on. Just got a new computer. So I should be good to go. Glad those Cleveland’s have you a work out lol.
Awesome 👌 ❤
Thanks.
Good morning. I'm drink coffee and watch video 😅
I like starbucks! lol
Ben thinks outside the box. Way outside. Amazing stuff.
We have to just to get any edge or advantage.
THANK YOU BEN i guess the intake mods will be the next video?
Fortunately manifolds today have small ports just for these purpose!
$1,000,000 worth of game!
Thank you O'G!🤟🏿👌🏿💯
Thanks!
My man! I appreciate this knowledge you humbly shared. If you dont think my lil late model Windsor with old model heads dont get a hole wallering...
and a '"Alameda $hiftkit" ..... You got another thing coming!!!
Thanks for your support Chad.
While I get your points here, to me, this illiterates the paradox of increasing valve size, resulting increase in shrouding, and the decrease in discharge coefficient, for a larger throat.
I personally feel, another strategy, as you stated later in the video, would be to exploit intake departure geometry to minimize shrouding, and maximize valve lift, for the increase in valve curtain area and discharge coefficient.
I suspect that your head offsetting, without any increase in valve size, and maximizing lift, would result in large gains.
All good stuff, for thinking people.
Thanks for sharing.
Thanks for your thoughts and truth is there is always a point of diminishing returns. What I have shown here is the benefits of overbore 4.00 to as much as 4.190 on SBF "plus" shifting moves the valve far beyond what was thought possible! I made many comments about it but would never insists to do so until now explaining thru the whiteboard what i going on, very hard to disagree with!
However, there will always be others who would think otherwise and it is ok as well.
@@benalamedaracing2765 I have learned that any effort on the exhaust side is a waste. The end of the exhaust stroke cushions the yanking force on the pistons and rods and when that big intake opens and the SSR is right the chamber will push the end gasses out within the optimum window to pull the intake flow all the way down until it’s almost if not within the same window to the TDC smack and the plug lights it. NA you need to minimize the amount of yank on the rotating assembly. And this I have learned from Ben.
Moving heads opposite ways also makes intake not align, so what do u do
Depending on how much you shifted it the manifolds today have smaller ports or welding (epoxy) goes a long way! I had an old one where I split the manifold in half and rewelded it back and it is hard to catch except if you looked inside the plenum...
Ok, how much room is there in an AMC 304 bored out to the maximum recommended by the factory to 3.875? I’ve been trying to find out for years because I’m cheap and an otherwise throw away motor, I think there’s good gains to be made. Also, what about offset boring? Not for the 304, but for everything else.
Offsetting will move the connecting rod load off to the side and the piston pin will bottom off one side as well.
Ben what about offset boring the cylinders on the intake valve side in order to have less valve shrouding.
Jose, sometimes it pinches one side of the rod pin and it is not a straight up travel anymore loading one side of the rod bearing more than the other. I feel a "centered" push on the connecting rod is important specially with lots of rpms and power.
Hi Ben, I can’t get enough of your skill full knowledge 10/10…
Question, I am building a big block 454 chev, can this head move also help my build? I’m guessing it can but I’d personally like your input!
Keep up the great work you do, Australia ❤
It would work if you have big valves that need a little bit more space for breathing specially for high effort builds! Otherwise keep it simple and do this if you are trying to get the most of the combination.
Ben, are three any offset dowels to accomplish the same thing for a SBF? I know they have them for Chevy but can't seem to find any for Ford
Nothing out there that I am aware of. If you know a good machinists he can probably make you one.
While I don't think I will be off-setting the head at all, I do have a perfect project to test this on. I have an Iron block LS 5.3L that I planned on taking out to LS1/6 Bore Spec and putting forged pistons into anyway. Since the 862/706 Cathedral Port heads already flow so well and are free with the motor, rather than trying to track down a set of 243 heads, I will take the time to simply unshroud the Intake valves and work on the chamber to accommodate the increase in bore that I will be getting from the iron block (from 3.780" to 3.905") and leave the stock valve sizes for now.
Good move and like I stated on this video, use only on max effort builds. It should really improve when you apply your plans to the build up. Good luck Joey.
thanks,Ben can you do this on a ford 4.6 2 valve engine?
It is possible and it would not be very much because we have issues with chain alignment. One you must mill the sprocket and add spacers on the other. It can be done however and it should give an advantage specially under boosts!
Few realize the LS head is closer in design to a SB Ford than it is to a SB Chevy. There are only 2 bolt holes that are slightly off and a slight difference in the water passage between the SB Ford and the LS heads. In a pinch the head gaskets can be interchanged with very slight modification. The LS head is the head design that Ford SHOULD HAVE USED on their SN instead of the restrictive heads they did use. Basically the LS head is the race version of the Ford head. I remember reading somewhere that Yates from Ford racing fame was somehow involved in designing the LS. Whether it is true or not I can't say for sure but it is interesting how the LS heads are almost a direct bolt on to the SB Ford which was introduced in the early 60's, with the exception of 2 bolt holes by about 1/8" and a slight difference in the water passages. This is the first of your videos I have seen but am now a subscriber.
Similar indeed with the dowels just slightly smaller and like you stated the bolt hole slightly off to one side. This said the intake valves are in opposite directions so we must take not of that when we do this shifting of the heads.
@@benalamedaracing2765 yes, I forgot to mention the reversed valve positions
Wonder if this would allow ls3 heads on a 5.3 ls bore. Dont think it will but it got me wondering.
Im not smart enough to follow along, but i wanted to say, that green fox is beautiful. I guess im one of those that "came for the pictures"😂 thanks
I totally agree!
Makes absolute sense. Again makes me wonder why the head designers, even with inline valves, wouldn't design this offset into the combustion chambers and taper the chamber to unshroud the intake valve near the cylinder wall.... Even for the lowly 4" bore?
To me, this modification is to improve what is lacking in the design.
So instead of having to grind head bolt and dowel holes, just design them this way, cylinder head world!
A lot of the factory engineers are not really performance oriented and many instances they take precedence for emissions then power is secondary.
Been doing this for years on small block Ford's. Making up offset dowel pins, and using the mill to clearance the head bolt holes, is pretty easy. How do you feel about indexing the crankshaft, wrist pin offset. What's your take on piston to rod ratio? Glad I found your channel, we think alike. Take care.
For high rpms i like big bore and medium stroke coupled with the longest runners. Shorter rods for road racing or small and fast oval tracks.
Could you use an offset valve for the exhaust? It would give you more room in the center of the port. Then open up the intake side and put a larger valve. A 2.250 valve or more could fit.
That is already what the aftermarket and all out cylinder heads already does.
When I was a kid, I had a racing kart. I cut out everything in the ports and blended the eyebrows between the cylinder and valves. Lost compression so I was going to shave the head to raise it back up. Not enough. I then welded around the spark plug hole and by adding material, I raised it back up. But, like you, I found that counter boring the valve guides and canting the valves away from each other, I could make it easier for the flow to develop. Then I decided to build 302 with the junk heads on a 79 Ford Futura. I think I was intimidated by working on my daily driver.
Moving the intake valve to the center of the bore would help flow even if you keep the same valve size. Makes sense.
Yes it will and you got it right!
Love it learn something new every day, two thumps up championship type move . I'll take knowledge over cubic $ The "macheen" LOL work was a little sketchy but the results A... Love it / A.K.A. Motor Mouse Thank You James T. Burke Old School Atlantic Canada P. S. After I lap a valve in I grind up to the edge on the lap line to get my seat width & O.D. up as close to the O.D. as permissible Your Right 2 ears / 1 mouth !!! Gooday
Thank you!
This guy is a wizard.
Thanks!
Hey Ben what about the new Lt style heads will this work on them??
Those LT style would not swap straight to the older LS blocks because the valve position is reversed mimicking the Ford layout. Now you need Ford style piston reliefs.
Why not move the exhaust over towards the cylinder wall so you can make the intake valve bigger and you can still shift the head - many Super Stock Racers use your SHIFT THE HEAD TRICK
Problem with the LS Engine is the bore spacing will not allow a bore that big even with the 6.0 Iron block there is a limit to the bore diameter with the OEM blocks - spend the money on the aftermarket block and then you re in business and can use the LS-3 heads with 2.165 int and 1.990 exh and get tricky with the valve seats and guides - but the intake will flow in the 380 range at 800 lift -- Using OEM HEADS
The way we did the offset was using offset dowel pins
Always great information that many engine builders don't know
Thanks Wizard. Big intake is great but i feel a 1.990 exhaust is way too big and will over scavenge even the dynamic compression charge just ingested during the intake stroke.
@@benalamedaracing2765 - You are correct and we found that out the hard way - our solution was different, let me explain - What we found in the exhaust was step headers and when we got them right they over scavenged the exh system and still made more power - the first choice was to kill the low lift flow, that helped but , so order another pair of heads done with the low lift flow at max for that head (iron turbo chevy) my solution was a reverse cam where the exh is smaller than the intake and that did both; by the time were were through we had 21 more hp and 50 ft lbs of torque then the other way --- What happens if we put all these tricks together including the "V" Grove ---- I wanted to put the "V" grove in the piston -- When you look at the timing events you can see where the exhaust is the single most important part of the 4 cycles -- In actuality the EXH is the same as a pulse jet engine, so we can use that tek to apply the kenotic energy to the power output of the engine -- Audi uses it to generate extra hp by keeping the turbo spooled up they call it the rocket in the exhaust Actually 2-strike tek
@@wizardshome9686 , thanks for your input and appreciate the feedback!
Looks like a bit more flow from unshrouding but curious as to how much better the exhaust flow would be under power since the valve taper in the head to the valve is flush with the bore now?
Not really much of a concern because the exhaust is under pressure and it will evacuate itself readily even when shrouded. In fact most if not all state of the art cylinder heads installs the biggest intake valve while the exhaust keeps getting smaller in diameter and much closer to the cylinder walls!
Hello Ben another great video , that guy you were arguing with I think I argued with him also 😂 😂 nah there's alot of these guys out there that when you tell them these things they just don't want to believe it but then they wonder how is your car going that fast it makes no sense to me but then again common sense isn't that common 😉 great seeing you thanks for sharing your knowledge
Thanks Terry for supporting my channel and appreciate it much!
I usually just listen and like I said i let cars I am with speak for us. lol
@benalamedaracing2765 that's what I like about you Ben you let your cars speak for themselves and besides you are to nice of a guy to argue with, hey Ben another thing you prove is that nice guys don't always finish last 😉
@@terrygrover6440 Thanks for the kind words Terry.
Hi Ben, looking for a thought on this. I have a thick enough block to build a 4.13 bore and 3.98 stroke 426.51 ( 428) with a CJ iron crank, they are strong cranks and can be lightened considerably and be internally rebalanced. The stock rods are what were used on the 428 CJ and with mildly used rods and ARP top tier bolts at 3/8 inch and good resizing they are 6.488 long and pretty strong. They are forged 5140 steel, they have been polished and peened. I don’t have pistons yet. But if I used flat tops and milled the decks from 10.17 to 10.155, zero desk ch would be 1.677. I have a solid roller a Bullet Ultradyne ( Harold Brookshire design) 245@ .050 both sides asymmetrical exhaust, .600 lift 110LSA and a 106 intake center, but I intend to retard it to 110. I have COAE-D heads that are ported to flow 295 and they are 68 cc chambers. I am shooting for 600 hp 550 ft lbs of tq. Do you think that these factory parts will handle this or should I go for the 6.7 BBC rods ? The C0AE-D. Soft chambers at 67 ccs. I think it can do it. I have ARP main studs and crossbolt aluminum main caps for 2 and 4 mains to prevent cracking. The rest are iron with the ARP studs. The intake is a PortoSonic with a 2 inch spacer single plane and an 850DP, 2 inch Crites headers and 3.5 collectors. I think this should be good enough for 600 hp do you? Thank you so much for your ideas and your help as well as your time with the LAPD. I have great friend who lives with Lancaster and he had a half ownership of a Volvo Dealership. And two brothers in Palmdale who raced a White 69 Mustang with a 428CJ in C/SA M&M Racing one brother passed away and the other moved to Utah. He gave me a bunch of parts ., Really great guys all. We are some of the last of the little guys running FEs. But I think Ray Paquet took his 9000 rpm T-Bolt 427 ci into the 7s he might be moving heads up with the Hemis next year.,well Merry Christmas to you and yours. Just wanted to pick your brain a little. I’m on a shoe string budget, but I won’t step over a dollar to save a dime.
I really like this tutorial, Ben! That's thinking out of the box! Definite BAR secrets your sharing :) So is it safe to say that even a simple head bolt clearance as you've demonstrated will net benefits without larger valves? My block is .040 overbored. Shall we clearance my head for added unshrouding?
I did the groove and that is more important and moving the heads is only for the max effort full race builds. Street it is possibly not really needed except for massive boosts where it needs space for the intake valve to breathe.
Great video!!!!
Glad you enjoyed it
Thank you I'll try that on my next build
Keep me posted!
My afr 220 sbf head came with paper work saying the 2.10 valve is heavy, why go even bigger when ive seen 2.02 flow just as much
AFR heads comes in metric stem size which short of titanium, perhaps the lightest ever sold to the masses. I like them specially for road racing with higher than normal engine speeds.
Good video. The Details pays off in the End.
Thanks Warren.
Are the trickflow forged pistons for the wedge heads on a 351w a good option for boost or are there better options for the $. What piston or rod would you like for 750-800 wheel? Thanks
Tim, best to give them a call because I have no idea how far down the top ring is and that is a definite issue to be concerned specially if you will be boosting plus what kind of forging pistons they offer!
@@benalamedaracing2765thanks
Good info , thanks
Thanks!
Awesome content thank you sir
Miss Maverick Tess? She is a good friend and a sweetheart!
Ok so i can move head on left bank toward and right bank toward back firewall 60.000 of inches.. on my ls 5.3 😮😊
.. wow im going do that and v-groove on toward by intake vavle .. man im getting excited here .. i can't wait try out.. i have connect rod bolts and head bolt head ARP . AND STUD.
Ls requires the opposite move from the Ford because the intake valve is in reverse. Therefore, move the driver side to the firewall and the passenger side towards the front of the block. Good luck Warren.
Using this application on a set of N351 yates heads on a 302 block for street with intake running flow of 207cfm with port and polish at 6500 rpm and still pulling what do you think would be the flow number gains?
I always like the N head and I have no idea what it will do depending on the guy porting the head, if he knows what he is doing or is a magician of sorts! lol
Good vid as always Ben. On a different topic I wanted to know what transmission you like or favor for a small block ford automatic or standard and why? Oh and do you do crate engines?
On 302 I like the 5 speed gearbox and anything bigger I prefer automatics because of the added torque from displacement. I am retired and do very limited engine builds at this time.
@@benalamedaracing2765 If you'll permit me one other question C-4, C-6, or 2 speed powerglide?
@@jarez3781I like the C4 over the C6 which slowed me down big time from the heavy rotating mass inside the trans. 2 speed has its place in bracket racing and very high horsepower small tire racing with boost/nitrous. Anytime it is NA we stick with the Mopar torqueflite or the T350-400. I avoid Ford transmissions for serious efforts.
Mr.Ben,
Thank you for this channel and your wisdom shared!
I've seen all kind of videos on stroking Windsor' I'm a Cleveland man can I stroke one to 427ci? Also a 427 fan, besides the gains, as a bod to the 427FE. Thanks again!
Nod not bod😮
I have done several W strokers @ 427 cid and they work real good! Even a basic 408 will.
what do you think about david vizard and darin morgan?
I like them both and Darin Morgan takes the top spot.
@@benalamedaracing2765 i do too i like David book how to build horse power hopefully i can binge watch all their videos and soak in this knowledge (including yours) while i'm young so i can build this VR6 engine to the maximum potential and try to make it street legal. lol...
What about intake ports lining up?
Redrill the bolt holes and manifold ports are mostly smaller for that purpose! Mismatch big time may weld, epoxy or split the manifold and weld back together.
So aftermarket offset lifters offset rocker arms and a multi dollar bigger valve job nets you how much more power over standard cylinder location
Depends on the rpm and cam specifications you are using at the moment. Power is money therefore how much do we have and it goes hand in hand and very hard.
Good in depth info . Thanks for sharing it with us all. Did you get a chance to look at the info on the Arias Headed engine I have. I text it to you a while back. Thanks
I will do this next and did only 1 video last 3 weeks so I got your stuff this time next.
@@benalamedaracing2765 awesome glad your back ❤️
my theory is to use rockers with a high ratio, as this will make the low and mid lift air flow less restrictive with a faster and sooner lift. the peak cam lift may need to be lowered, as the high ratio will lift the valve higher, so you will need to prevent valve and piston clearance issues.
Yes the chance of collision will be at overlap...
But how do you flow the exhaust? Where are the deminishing returns?
Exhaust flow since it is under extreme pressures and temperatures is not a problem because they will flow out big time even when you shroud one side!
Great video Ben
Glad you enjoyed it!
That's pretty genius Barney that's a pretty good idea You've got talent, 👍🚩 I got a question though would it help the head gasket in the center between the cylinders not blow is easy I know you don't like answering questions ❓❓
I actually enjoy answering questions to further clarify what I posted or said. As you can see there are ample space to seal between the bore and it gets tricky when you have a larger than normal overbore on the cylinders then one must be very careful it does not overlap.
Thank you 👍
I always liked to think of intake valve position like a scroll housing, except its compound: doesnt just open up from 3-7 o'clock as a circle in circle drawings shows, it lays back at the same time. So the 3 o'clock starting point becomes critical: how many degrees does the chamber edge deviate from the path of outer diameter valve travel [seat to perhaps 0.300" lift, just to pick a number close to some heads]. So in going from say 18 degree valve angle heads to 13 or what have you, the chamber is less of a headache, but where is the cylinder wall vs intake guide centerline.
And what a great [symmetrical] tip: when you can't move the guides... nudge the cylinder head over a hair
Thanks Flinch for your comment and understand where you are coming from.
Can you shift the heads on any bore LS or just 3.90 & larger?
There are many possibilities and use a bare block and install the heads and look underneath. Then you can see how much it can go side to side.
And moving the head in or out. To getvthe valve center in the bore center of a sbc, using offset dowels
All the possibilities for power...
Merry Christmas and happy new year and God bless you all ❤..
Thanks Warren.
how does the intake bolt up? what lifter/pushrods should I use? what intake should I use?
If you use an LS head you must use an LS intake perhaps with spacers or milling to fit a particular deck height! Vice versa with a Ford...
@@benalamedaracing2765this is just a junkyard to backyard build that I'm thinking about, I actually answered my questions on another post but thanks for the idea and i hope to expand on it .
Hi I know this is off the topic so I’m putting a stroker 408 together and I was trying to remember if on ur other video u explained oil pressure which one did I suggest to close the holes with the bearings is on the rods or the crank ? Before I forget clearance is.002 in ur professionalism is it. Better to increase clearance by .005 to create better pressure ? Thanks ur opinion is important thanks
I would follow the bearing manufacturers suggestion and if you are running 0-5wt oil then I would tighten it up even for a 2.100 rod clearance to .002.
Might be too tight if you are using 20w-50 @ high rpms.
Factory 351W if would open up the mains at minimum .0028 to .003 avoiding the thin oils I listed above because the mains are just too big for high rpms.
Wow I see what you try kill someone with Big crazy horse power 😆 🤣 . Thanks buddy..
Thanks!
Oh also my ls head is 862 will work if i move both L bank forward and R bank toward back to firewall ? 😮😊
Reverse of the Ford. Driver side to firewall and pass side to the front! This way you pulled the intake valve from the cylinder wall.
Oh I see ..
Before the head slide’s one way or another I would like to see burn pattern on the piston
I do not think it would affect it very much when the plug locations on new heads are high and deep in to the chamber itself.
With this mod is it possible for the head to shuffle because the dowel is no longer firmly locating the head? Maybe add a thin piece of curved steel to fill the gap around the head bolts/dowels to prevent shuffle? Also, can you chamfer the cylinder bore above the top ring like the Cleveland blocks?
You can weld, add epoxy or fit a similar thickness feeler gauge to how much you intend on moving the heads.
@@benalamedaracing2765 Barry Robotnik did a 427 FE for EMC and he has Blue Thunder head s and he welded the dowels and the moved the holes in the heads and relocated the head towards the valley. He made 659 hp with 427 ci at 11:1 and ran it on 91 swill. Moving the head made quite a difference, but I could see the pics then and he had some trapping on the pistons, just blotches of brown.
@@Bbbbad724 I was forwarded an invitation to EMC by the original creator of the series. I could have but at the time I was full time @ LAPD and could not dedicate seriously to it. First time winner Joe Sherman told me to join and possibly winning like he did because we were and his son Steve, came up with a Ford vs. Chevy "Match Race Madness" and the rest is history.
@@benalamedaracing2765 That is really cool! I think that you should study the rules really well and build a combination that really fits the rules. Blair Patrick won it a few years ago with a .040 over 390 with iron C4AE-G heads at 399 ci making 597 hp. I sure hate that my C4AE-G disappeared from the machine shop after I had really scienced them out, and they claimed I had picked them up. Gone! But he figured out how to make the most points based on the rules, and scoring points. I wanted to use those heads to compete. Like losing my sight to drive, just another brick in the wall. Go for it! The small block Ford is really underrepresented, but I would love the SHP 4.125 bore and use aluminum main caps on 2 and 4 like I plan to do on my 428. Just have to start over in the heads, they would have made 600 hp on a 400 ci FE.
@@benalamedaracing2765 Jon Kasse has won a lot and you are the right to compete with him! Put one of your best pieces together and go for it. I consider you the best FE and SBF library of knowledge in any engine. I think you would win, running away.
was that a shovelhead that pulled up @ 3:15?
No sir that is a ford cylinder head.
I prefer to offset the bore centers to accomplish the same goal.
Whatever it takes to move the intake valve away from the cylinder wall will have benefits.
We have offset the bores on small block chevy to accomplish the same effect
On legacy SBC you can either go up or down but not side to side or else one intake will be compromised and the other freed up!
@@benalamedaracing2765 no I mean actually bore the block offset
@@kevin2960 I am trying to understand and boring offset outwards does not change the bore relationship distance to the intake valve. From what I can see it makes the exhaust valve side even farther which is what we are "not" trying to do actually the opposite. There is no more room to offset bore and on the 400sbc you will run into the thin head bolt between the cylinders and same with the 350, not much meat between to make a good seal between the cylinders. Could you explain because I am not following.
Thanks Kevin.
@@benalamedaracing2765 we did this on bowtie blocks and other aftermarket blocks. They used to do it on the big racing engines. You bore the front 2 and back 2 cylinders closer together and leave a bigger gap in the middle.
Some guys would sleeve 400 block to a smaller bore to achieve it. In a cubic in class
I would move the ex valve over away from the in valve. The ex being against the wall is not nearly as bad as the in being against the chamber wall.
David, most state of the art cylinder heads do lean the exhaust valve very close to the cylinder wall.
@@benalamedaracing2765 yessir. The LS3 heads I use have to big of an intake valve but it could still be moved, it would help. The intake is over close to the chamber and when you put them on a 4 inch bore there is a ledge from the bore. I'm going to move the head or put a small bevel on the top of the bore.
And then the machinist grabs his fishing pole and locks the shop door behind him.
I have been quite. Some are open to innovate beyond the obvious or not too obvious and others are always doubtful. I never insist I know this or that and just give an opinion and if some disagree I am ok with it and continue on.
Im gonna use offset bbc dowels on a ls6.0 and run ls7 heads
Just offset the dowel holes that is simpler and matches the head gaskets.
Si would do that elongation work on a mill instead of using a grinder
If you have access it is much more accurate.
15:16 this should pickup,50-100 cfm with the correct port work
When you combine this and plating the intake port it will.
Great explanation... But your not supposed to give away racing secrets. Lol
I know but racing for many years I think I will run out of time before I run out of secrets! lol Thanks Richard.
Hopefully i get about around 11: 01 compression ratio 🙏 😬..
That will work for pump gas!
It always makes me laugh how someone comment and another's ego leads to improvement in everything
Maybe we should call it professional jealousy or something... lol
My dreaming ❤. I can't sleep. My wife pull my hair and drag her room 😍..
Its ok Warren just give her a rose and a nice dinner she will clam up! lol
Thanks , my marriage 30 year.. 😊
@@benalamedaracing2765one more ask ? I heard they could do piston flip flop reverse? Or can do on LS piston? Or leave it alone ? Center piston pin are offset ? I heard they do on old school way?
Or LS already made from factory center piston ?
Chamfer the bore. Back cutting the combustion chamber . Been doing at most machine shops across the country for years
Everyone chamfers the bore or else you break the rings when you install them. Back cutting the chambers yes as long as you do not pull away from the exhaust seat drastically and blow up the airstream with turbulence...
If everyone kept doing what's already been done there would never be any progression & this business has always had a lot of people who will shout down other peoples ideas because they didn't have the idea themselves or cannot wrap their mind around it because of cognitive bias!
You hit it right on the head William!
I remember when I did the first modified plenum for the 4.6's, I had so much criticism from shops specializing in that engine because I beat them to it, had a run for about a year and a half until manifold companies caught up copying what I started and produced hundreds of them! lol
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And i better upgraded my 400 turbo transmission.. 😊
We do not use any Ford trans after 850hp because I could never keep them alive. I feel lots of rpms beside horsepower is what does them in!
And now we have a set head's more prone to cracking.
In the years and dozens and dozens of heads never once did I have an issue. Around the chambers is the thickest part of the castings therefore the chance is almost non existent.
Ugh, AI voicing……
Lots of people told me they hated it! lol
I normally shy away from computer generated voicing, a real turn off to me.
All US combat jets utilized the same female type voice to warn the pilot from altitude- altitude to fuel status. Turn off? For you perhaps but attention getter for many.
Would this be worth doing on a forced induction system for the street?
If you are trying to maximize every little bit yes but I suggest only on max efforts!