You like those un-equal length runner intakes.....and I heard "a little work done to it," You should know I am watching and listening. Now, I have been reading, etc., and am trying to figure something out. I have some canted valve iron heads with a throat at 2.38, and the port runners are about 2.45, and the intake cross sectional area is around 2.5. It is going on a 302 and will have about 10.5:1. A Wallace calculator says this will support about 8200 rpm max, but I dont want to turn it much more than 6200-6500. So, the camshaft has got to play into this, but I dont know how much. My gut tells me a stock .444 210@ .050 will get me there, but part of me thinks a .5 220@ .050 wouldnt hurt. So, what is the RPM limit for carefully set up stamped steel pedestal rockers? Was the E cam made with mellow ramps to use with stock parts? What about the bottom end.....does it care about 7000 rpm? I dont know if it will rev that high, but it might. I am out of cash for now.....I know rockers can happen later, but they might be pricey or hard to find for cleveland heads.....and my original intent was to use stock junk. OK....slap my hand now.
if it was photos looking from the crank up to the top of the bore....yes. I been spending more time and cash on it than planned....mostly on the heads. I should have just used windsor heads.....but I got sucked into an idea that was interesting and it is evolving. At least 100 hours of experimental porting, new valves, back cut, new valve guides, springs, retainers, locks, 3 angle valve job, port match to the Chinese intake, port match oil drainback passages to the 302 block, and finally a mill job and drilling coolant passages before final cleaning and assembly. The heads flow as good when bolted to the intake as they do standing alone and CFMs do not drop. I either messed it up seeking flow, or it is happy. I got the new in box E cam and will mock up a cylinder to check valve clearance and pushrod clearance where it passes through the head. Canted valves make the pushrod a little angular, and with a short deck and a tall roller lifter it might rub somewhere. Honestly, I dont know what this all will do, but lots of stock engines ran E cams without issue, so I imagine it will be OK, stamped steel, stock 1.72 rockers and all. It will probably be next spring before it gets put into a car....unless I really hit a stretch where things fall in place without a million hours of fiddling. 😝
@stuartwall8212 I think it'll run good. However I think itd benefit from being revved up a little higher and also a bigger cam if you're using a Cleveland or Cleveland style cyl head. I still wanna do a boss 302 or clever style engine lol.
Intake manifold is looking 👌
Thankyou sir!
good looking intake!
I weighed cast iron 289 intake 42lbs vs performer rpm 351 17.5lbs. Nice weight reduction
Idont know if youve ever worked on a Ford FE but those intakes are HEAVY!!!!!!!!!!! .It takes two men & a boy to lift one.🤣
@jeffsnyder2051 messed with some big blocks and yeah they're rediculous lol.
You like those un-equal length runner intakes.....and I heard "a little work done to it," You should know I am watching and listening. Now, I have been reading, etc., and am trying to figure something out. I have some canted valve iron heads with a throat at 2.38, and the port runners are about 2.45, and the intake cross sectional area is around 2.5. It is going on a 302 and will have about 10.5:1. A Wallace calculator says this will support about 8200 rpm max, but I dont want to turn it much more than 6200-6500. So, the camshaft has got to play into this, but I dont know how much. My gut tells me a stock .444 210@ .050 will get me there, but part of me thinks a .5 220@ .050 wouldnt hurt. So, what is the RPM limit for carefully set up stamped steel pedestal rockers? Was the E cam made with mellow ramps to use with stock parts? What about the bottom end.....does it care about 7000 rpm? I dont know if it will rev that high, but it might. I am out of cash for now.....I know rockers can happen later, but they might be pricey or hard to find for cleveland heads.....and my original intent was to use stock junk. OK....slap my hand now.
Is this the engine you sent me photos of?
if it was photos looking from the crank up to the top of the bore....yes. I been spending more time and cash on it than planned....mostly on the heads. I should have just used windsor heads.....but I got sucked into an idea that was interesting and it is evolving. At least 100 hours of experimental porting, new valves, back cut, new valve guides, springs, retainers, locks, 3 angle valve job, port match to the Chinese intake, port match oil drainback passages to the 302 block, and finally a mill job and drilling coolant passages before final cleaning and assembly. The heads flow as good when bolted to the intake as they do standing alone and CFMs do not drop. I either messed it up seeking flow, or it is happy. I got the new in box E cam and will mock up a cylinder to check valve clearance and pushrod clearance where it passes through the head. Canted valves make the pushrod a little angular, and with a short deck and a tall roller lifter it might rub somewhere. Honestly, I dont know what this all will do, but lots of stock engines ran E cams without issue, so I imagine it will be OK, stamped steel, stock 1.72 rockers and all. It will probably be next spring before it gets put into a car....unless I really hit a stretch where things fall in place without a million hours of fiddling. 😝
after all of it, it will probably be slower than your wagon....lol.
@stuartwall8212 I think it'll run good. However I think itd benefit from being revved up a little higher and also a bigger cam if you're using a Cleveland or Cleveland style cyl head. I still wanna do a boss 302 or clever style engine lol.