Tim Halstead has done a excellent job of collecting history, for crossing the boundaries and correlating information from multiple prominent individuals, that previously would have been compartmentalized and proprietary, even within individual shops / teams.
He goes thru details that many are unaware of and gives insight into the effects whether it be positive or negative for a specific brand (Ford). He is not merely giving an opinion but backs it up with historical events that produced the outcome good or bad. He and I keep in touch and he is a real good guy.
Thanks George, very much appreciated. Exactly that, collecting history, that may be lost forever, and new history that needs to be shown, and explained. Glad you see my plan, and execution.
@@benalamedaracing2765 Thanks ben, trying to give back to those who want to try and improve their own race program, or understanding. Always enjoy chatting Ben.
Tim "The DragBoss" Halstead is on a Quest to keep the Legend of The Ford Cleveland Engine alive. Tune in to His Channel for that and more! Thank You Ben, George and others for giving Him the acknowledgement he truly deserves.
Tim has amassed quite a stash of rare parts of some of the best racers of the day as well . now we have the Man himself , thankyou Ben ,I am always interested in what you have to say
I tell you stroking it even with the 4V heads without the intake plates will be good to go and really no harm done. When you have a stroke of 4.00-4.170 it will pull like a big block without the added weight up front.
Thanks Ben. Tim is a good friend of mine. We both been running Clevelands a long time. He is on a Cleveland mission, thanks for your insight on this spectacular engine
He is teaching a lot of us the history behind this magnificent engine and how it basically change the mindset of many on approaching their cylinder head choices.
@@stevecleveland357 that is the sad part with running Fords! lol When you run a Windsor there is no respect because Clevelands are so few and seldom seen! The gap is so wide that few people actually raced or competed against Clevelands.
If i remember rightly, the 2V closed chamber cleavland heads were on the Australian 302 cleavland and the open chamber 2V heads were on the 351 cleavlands here in Australia but were a four barrel carburettor on the 351 models, however ford did wierd shit here and the original ZH Fairlane i had was 302 2V with a factory fitted thermoquud four barrel. at one time i had both types of 2V heads would have been made upto the End of the XE model in the 1980's. We also got the 4V cleavland Big Valve Big Port heads in the GTHO models and special order for Bathurst and Drag Racing. Never owned any of the 4V heads myself.
and they could be :closed or open chamber and big or small portI had big port closed chamber, I had the big port closed chamber, they had to rev hard or have cubes under them to make them work good tho !
Many thanks Ben - this is the episode I've been waiting for 💪🏆 Thanks also Ford USA for the Cleveland engine👌 Congratulations from Australia on reaching 10,000 subscribers, Ben ! 🇦🇺+🇺🇸 🎉
The Cleveland 4V closed chamber head is the reason I loved Ford Engines With modern versions the Windsor inline versions are good also ,good enough to copy just swap intake and exhaust valves around and raise the port entries up a little (LS)😂
Agree sir and the newest LS versions swap the valves around and is on the same intake/exhaust sides as the SBF. All in all made it even more swappable by all means making it easier to swap parts around.
The reason for the Compromise in the Cleveland 4V intake port was the carb had to fit under the hood to be allowed in NASCAR and trans/am that is why the intake port was not raised, the exhaust had to fit in between the Ford Shock towers. The Ford guys knew there was a problem, but the improved heads wouldn't fit into the stock cars.
Yes the shock towers were an issue and the 9.2 deck allowed a little higher port but at that time they were not trying it except for the Tunnel Port heads FE and SBF 8.2 deck.
@@benalamedaracing2765 Remember Ford Got Screwed back in 1964 with the High rise 427. This was enough to make sure it never happened again. I talked with Hubert Plat at the Ford Performance Clinic 1n 1970. He was telling us that Ford was already considering using the 351 Cleveland in NASCAR. The reason was the cars were going to fast, NASCAR was going to restrict them to slow them down. By 1976 the 351 was making more power that the Boss 429 made.
Ben great video! I enjoyed it immensely and will probably watch it over again. One thing I may have missed the first time is that Ford always has the port aimed at the cylinder wall. Contrast that with Chevrolet and most GM engines where the intake port is aimed at and dumps into the center of the cylinder. I’ve notice the LS heads have now adopted Ford’s way of thinking in this issue. I believe Ford uses the cylinder wall as an extension of the intake port to induce or at least maintain “swirl” thereby keeping the mixture homogenized.
Yes the latest version of the LS swapped their valve placement to be like the SBF therefore we do not have to change camshafts when we swapped heads or blocks Ford to Chevy or Chevy to Ford!
Thanks for that. Fantastic talk there Ben. I remember seeing a Big Block Chevy with four long trumpets, and four short trumpets, now I know why. Although it's not just port volume and length that is the problem. It's totally different characteristics on the overlap cycle because the short port aims at the corner of the chamber and the long port aims at the exhaust valve. I think this must cause havoc with tuning. After seeing how much work can go into the Big Chevy heads, I don't feel so bad about doing the modifications to the Cleveland 4V heads. These days I think its cost effective to go the aluminum heads because they also lower mass and center of gravity.
Yes sir it is best if you have a rare C head or engine and just preserve them specially if they are a Boss or CJ. I remember talking with an "expert" on BBC's and he told me he knows everything about them. When I asked him did he know there are 2 engines in that block because 4 ports are doing the other 4 ports are not! And he gave me a blank stare and the so called expert did not even know his ports are not doing all the same thing like the combustion chambers are even worse! lol
@@benalamedaracing2765 Yeah. I think we can agree to get power all the cylinders need to work together. To tune the BBC you would need long trumpets on the short ports, and short trumpets for the long ports, yeah? Now grind a cam with two different profiles, less overlap for the long ports with the hemi like flow across the valves, and more overlap for the shortys with their lower overlap flow. Headache's. Just put the BBC in a truck, and put an aluminum head on the Fords for racing.
Just as You stated Ben, back when these cylinder heads were current technology the Ford Cleveland closed chamber 4V heads as well as the Australian Cleveland cylinder heads were revered by Ford racers and feared by the competition. At the same time, Factory Ford Windsor Heads were barely adequate even when heavily modified. Ford racers usually struggled when running them and the competition usually laughed. Today. however, due to advancements in technology and parts proliferation, Windsor-style heads have gained across the board respect for the power levels they can bring. Undeniably though, the original Ford Cleveland Head design set the pattern for many of today's Racing-style cylinder heads from various manufacturers and brands.
What you said is truth about the C heads changing the mindset of cylinder manufacturers to the advantage of all makes! Now many wants to build Windsors because of the many heads available and I prefer on serious builds to run a 9.2 C deck height for many reasons. Found out I made lots of power with rpms and that to me is the better choice.
The the Windsor with Cleveland cylinder heads is the whole reason why NASCAR let Chevy introduce a race purpose engine in 1996. The SB2 in 1996 and the R07 in 2007. Ford didn’t get a race purpose engine until 2011. Ford was still winning races and championship with outdated engine design compared to the race purpose engines of Chevy, Dodge, and Toyota.
Ford continued on with the A,B & C302 heads which were good and basically the Yates C3L blew the competition wide open and many complained a whole lot and who comes to mind is Jeff Gordon. He was sponsored by Ford early on and typical Ford mindset did not follow up just like they did with Chase Elliot son of Bill who they let go and many others too long to lists! lol
@@benalamedaracing2765 Bill Davis #1 Baby Ruth T-Bird that Gordon drove in 1991. Jeff Gordon should’ve driven one year for Davis in NASCAR to show his appreciation. Bill Elliot approached Ford about Chase and Ford wasn’t interested. Ford always made more power, but Chevy had more talent behind the wheel.
@@StainlessTIG2 Years ago Dale Earnhardt ran a Ford and got the same treatment and many others. The only welcome news here is the Blaney families longtime Ford racers racing the #12 Ford mustang. Remember for the longest of times Ford was headed by Kranefuss (hope I spelled that correct) and the European mindset took over for many years and the last stupid mistake was not grabbing Kyle Larson who Tony Stewart was pleading Ford to grab him and they again stood down.
@@benalamedaracing2765 yeah I do remember who you’re talking about. Chevy overall had way better drivers than the ford camp. Chevy teams were better at shearing information with each other to a certain extent. Ford made more power , but ford teams didn’t share enough information with each other. Mark Martin would’ve won a championship if Roush and Yates merged sooner. Earnhardt got a freebie when Ernie Ervin got hurt in 94’ and was out for the rest of the season. Ricky Rudd took over for Ervin with a 250 point lead over Earnhardt, only to lose the championship.
I’m running 4V 62.5 cc quench heads on a 394 stroker and Comp Cams roller rockers. Those rockers tend to move around a lot. Your thought on lash caps? And lash caps with holes or not. Thanks for the video. Cleveland’s forever!!!
I like the lash caps with small holes in them. It makes sense and will also do a hydraulic lock preventing it from flying off just in case you over rev.
One of my high school friends dad had a 72 Torino with a 4V Cleveland & c6 and he took me for a ride & I was not impressed with it! My only other dealings with Cleveland varients was building a turbo kit and tuning a blow through carb on a 351M for a mud truck. With a 70mm Ebay turbo on E85 it made 772 hp on 21lbs of boost with a old Blue Racer RV cam and a completely stock 200k mile long block! Who is building your th350s because not many people around here have good luck with them when they start making power? They were setting off fireworks here last night until almost 1am!
@@benalamedaracing2765 Baltimore, I thought the whole thing was limited so I was really surprised it made that much hp. I never saw a cam card the owner told me it was a rv cam I do know he was using it NA for several years!
Great content Ben!! I am about to rebuild a 1978 351c with some CNC ported 302 closed chamber heads. A shop in Australia has the program. They end up around 280 at 28". I am thinking of going to a 4 inch stroker crank. Do you think I will need a main girdle for this application with a 2 bolt block? Also would removing the 2nd ring upset the engine balance? Thanks Ben. Tim Australia.
@@benalamedaracing2765 2 bolt cleveland. Xc Falcon ute, around 3400lbs. Is there anyway I can call you from Australia Ben without it costing me an arm and a leg in call charges? I work a night shift so calling you around this time is not a problem for me. Thanks. Also are you able to do a Scype or face time type call?
Just make sure there is epoxy or welding the manifold floor to match the intake port floor so there will be no speed bump for the flow column to upset everything.
So what is your thoughts on open chamber cleveland heads under boost say a 6-71 blower. They have the advantage of less shrouding around the valves. Is lack of quench an issue under boost?
Před měsícem+1
400 modified came in many 70's fords; should have been a racers favorite but for some reason it never took off?
There is a limit to deck height and a 400 is way too much. When trying to achieve higher rpms a lower deck is preferable because it comes with a lighter rods and pistons and a somewhat shorter stroke for enhance rpms.
It is not as beneficial for a TW because the intake valve is move far from the cylinder wall. Works for all out racing with big bore and valves if using a TW.
So, the guy that remained nameless, who wanted OC heads.......lol, I know you dont like em and I am stupid enough to try to make some work.....but, do you know what he was going to do with them? would the chamber get better if the whole thing was shallower, and say, 63cc instead of 76cc? Just hypothetically thinking....would a piston stir the mixture on the spark plug boss if it were close enough to it, or is the problem more the distance from the spark plug to the opposite side of the chamber and pressure increases from combustion all acting upon that final phase of the burn? If that is the case, octane is the only cure?
I felt he milled the maximum out of it with some semblance of quench by doing these. It can be done if you have the heads profiled and make a quench style piston dome on it and should do very well.
Ben ,about 10 years ago i bought a pair of ausie 302 cleveland bare heads.i want to build a 351 clevor, do you think those heads will be ok ,and can a guy still get parts to build a clevor?.thanks for the great videos!!!
If they spray iron cylinders in aluminum blocks now.,,.why couldn't you spray a Iron combustion chamber into a aluminum head for thermal advantages ? Or am I just crazy...
Ben would it be possible to build a reliable nascar (style) engine using a 351 Cleveland using the methods that are on your website. And how much horsepower and sustained rpm’s do you think is achievable. Within reason of course. Thank you sir.
@@benalamedaracing2765 I'm not sure, however a 2.19 intake valve on a 302 well it sounds like more than a block can handle. I would like to try a Cleveland Head on a408 or something like that. BTW, is the GT 40 Head even close to an Australian Cleveland Head?
@@rogerstill719 Gt40's will not compare at all and just use the Aussie heads. 351 non stroke would work with that head and if you go 408 make sure the ports are worked on for volume and flow increases.
As always great content and knowledge I'm running a warmed up cleveland in my cobra replica right now it's at 408ci 4v head but building another with some CHI heads but stuck between wanting to go 331ci destroked or another 408 just hotter ugh decisions lol although I need to keep the car some what friendly to drive on the street. But thanks again Sir for all that you share
I prefer the 9.2 deck with a 3.75 stroke combination for better street or track performance. 408 is very hard to get in hard from a corner and I feel a big bore combination with the said stroke will place you in the happy camper side! lol
Tim Halstead has done a excellent job of collecting history, for crossing the boundaries and correlating information from multiple prominent individuals, that previously would have been compartmentalized and proprietary, even within individual shops / teams.
He goes thru details that many are unaware of and gives insight into the effects whether it be positive or negative for a specific brand (Ford). He is not merely giving an opinion but backs it up with historical events that produced the outcome good or bad. He and I keep in touch and he is a real good guy.
Thanks George, very much appreciated. Exactly that, collecting history, that may be lost forever, and new history that needs to be shown, and explained. Glad you see my plan, and execution.
@@benalamedaracing2765 Thanks ben, trying to give back to those who want to try and improve their own race program, or understanding. Always enjoy chatting Ben.
Tim "The DragBoss" Halstead is on a Quest to keep the Legend of The Ford Cleveland Engine alive.
Tune in to His Channel for that and more!
Thank You Ben, George and others for giving Him the acknowledgement he truly deserves.
@@billfioretti3013 Thank you my friend. Very much appreciated. I enjoy the information I learn from Ben, and others like him. Knowledge is power
" LEARN BY DOING " always did us all some good! Good to see you Ben!
Respectfully, Seth
Thanks again Seth and glad you are here watching!
Tim has amassed quite a stash of rare parts of some of the best racers of the day as well . now we have the Man himself , thankyou Ben ,I am always interested in what you have to say
Thank you Mark and we are all here to learn from each other.
Good information Ben.
I like the idea of a big stroker Cleveland or Windsor.
You're a wealth of information Ben.
Have a great day.👍👍💯🇺🇸
I tell you stroking it even with the 4V heads without the intake plates will be good to go and really no harm done. When you have a stroke of 4.00-4.170 it will pull like a big block without the added weight up front.
Thanks Ben. Tim is a good friend of mine. We both been running Clevelands a long time. He is on a Cleveland mission, thanks for your insight on this spectacular engine
He is teaching a lot of us the history behind this magnificent engine and how it basically change the mindset of many on approaching their cylinder head choices.
We ran a 357 inch iron headed Cleveland in brackets for years. My chevy buddies think its a 408 lo. Its not.
@@stevecleveland357 that is the sad part with running Fords! lol
When you run a Windsor there is no respect because Clevelands are so few and seldom seen! The gap is so wide that few people actually raced or competed against Clevelands.
If i remember rightly, the 2V closed chamber cleavland heads were on the Australian 302 cleavland and the open chamber 2V heads were on the 351 cleavlands here in Australia but were a four barrel carburettor on the 351 models, however ford did wierd shit here and the original ZH Fairlane i had was 302 2V with a factory fitted thermoquud four barrel. at one time i had both types of 2V heads would have been made upto the End of the XE model in the 1980's. We also got the 4V cleavland Big Valve Big Port heads in the GTHO models and special order for Bathurst and Drag Racing. Never owned any of the 4V heads myself.
Brent, thanks for your comment and appreciate it much.
they were hard to keep the air speed but they worked if you could live at those revs
and they could be :closed or open chamber and big or small portI had big port closed chamber, I had the big port closed chamber, they had to rev hard or have cubes under them to make them work good tho !
@@markcrockford9679 yes sir and they live on the upper rpms primarily!
Many thanks Ben - this is the episode I've been waiting for 💪🏆 Thanks also Ford USA for the Cleveland engine👌 Congratulations from Australia on reaching 10,000 subscribers, Ben ! 🇦🇺+🇺🇸 🎉
Heartfelt thank you Mate for supporting my channel!
The Cleveland 4V closed chamber head is the reason I loved Ford Engines
With modern versions the Windsor inline versions are good also ,good enough to copy just swap intake and exhaust valves around and raise the port entries up a little (LS)😂
Agree sir and the newest LS versions swap the valves around and is on the same intake/exhaust sides as the SBF. All in all made it even more swappable by all means making it easier to swap parts around.
Great video Ben!!!!!
thanks buddy! Where you staying now? Out of Commiefornia I hope.
The reason for the Compromise in the Cleveland 4V intake port was the carb had to fit under the hood to be allowed in NASCAR and trans/am that is why the intake port was not raised, the exhaust had to fit in between the Ford Shock towers. The Ford guys knew there was a problem, but the improved heads wouldn't fit into the stock cars.
Yes the shock towers were an issue and the 9.2 deck allowed a little higher port but at that time they were not trying it except for the Tunnel Port heads FE and SBF 8.2 deck.
@@benalamedaracing2765 Remember Ford Got Screwed back in 1964 with the High rise 427. This was enough to make sure it never happened again. I talked with Hubert Plat at the Ford Performance Clinic 1n 1970. He was telling us that Ford was already considering using the 351 Cleveland in NASCAR. The reason was the cars were going to fast, NASCAR was going to restrict them to slow them down. By 1976 the 351 was making more power that the Boss 429 made.
I watch and learn everytime from you,thank you.
Glad you tuned in and follow my videos!
Ben great video! I enjoyed it immensely and will probably watch it over again.
One thing I may have missed the first time is that Ford always has the port aimed at the cylinder wall.
Contrast that with Chevrolet and most GM engines where the intake port is aimed at and dumps into the center of the cylinder.
I’ve notice the LS heads have now adopted Ford’s way of thinking in this issue.
I believe Ford uses the cylinder wall as an extension of the intake port to induce or at least maintain “swirl” thereby keeping the mixture homogenized.
Yes the latest version of the LS swapped their valve placement to be like the SBF therefore we do not have to change camshafts when we swapped heads or blocks Ford to Chevy or Chevy to Ford!
Thanks for that. Fantastic talk there Ben. I remember seeing a Big Block Chevy with four long trumpets, and four short trumpets, now I know why. Although it's not just port volume and length that is the problem. It's totally different characteristics on the overlap cycle because the short port aims at the corner of the chamber and the long port aims at the exhaust valve. I think this must cause havoc with tuning. After seeing how much work can go into the Big Chevy heads, I don't feel so bad about doing the modifications to the Cleveland 4V heads. These days I think its cost effective to go the aluminum heads because they also lower mass and center of gravity.
Yes sir it is best if you have a rare C head or engine and just preserve them specially if they are a Boss or CJ. I remember talking with an "expert" on BBC's and he told me he knows everything about them. When I asked him did he know there are 2 engines in that block because 4 ports are doing the other 4 ports are not! And he gave me a blank stare and the so called expert did not even know his ports are not doing all the same thing like the combustion chambers are even worse! lol
@@benalamedaracing2765 Yeah. I think we can agree to get power all the cylinders need to work together. To tune the BBC you would need long trumpets on the short ports, and short trumpets for the long ports, yeah? Now grind a cam with two different profiles, less overlap for the long ports with the hemi like flow across the valves, and more overlap for the shortys with their lower overlap flow. Headache's. Just put the BBC in a truck, and put an aluminum head on the Fords for racing.
just got some 351 4v heads want to install them on my 400 m which has a 268 cam 4 bbl and headers hope to make at least 30 hp great video thanks
Open or close chamber for that 400 build?
@@benalamedaracing2765 open the current open 2v head have great power and i run 87 gas its in a 1981 short box with 2 75 rear gears
Just as You stated Ben, back when these cylinder heads were current technology the Ford Cleveland closed chamber 4V heads as well as the Australian Cleveland cylinder heads were revered by Ford racers and feared by the competition. At the same time, Factory Ford Windsor Heads were barely adequate even when heavily modified. Ford racers usually struggled when running them and the competition usually laughed. Today. however, due to advancements in technology and parts proliferation, Windsor-style heads have gained across the board respect for the power levels they can bring. Undeniably though, the original Ford Cleveland Head design set the pattern for many of today's Racing-style cylinder heads from various manufacturers and brands.
What you said is truth about the C heads changing the mindset of cylinder manufacturers to the advantage of all makes! Now many wants to build Windsors because of the many heads available and I prefer on serious builds to run a 9.2 C deck height for many reasons. Found out I made lots of power with rpms and that to me is the better choice.
The the Windsor with Cleveland cylinder heads is the whole reason why NASCAR let Chevy introduce a race purpose engine in 1996. The SB2 in 1996 and the R07 in 2007. Ford didn’t get a race purpose engine until 2011. Ford was still winning races and championship with outdated engine design compared to the race purpose engines of Chevy, Dodge, and Toyota.
Ford continued on with the A,B & C302 heads which were good and basically the Yates C3L blew the competition wide open and many complained a whole lot and who comes to mind is Jeff Gordon. He was sponsored by Ford early on and typical Ford mindset did not follow up just like they did with Chase Elliot son of Bill who they let go and many others too long to lists! lol
@@benalamedaracing2765 Bill Davis #1 Baby Ruth T-Bird that Gordon drove in 1991. Jeff Gordon should’ve driven one year for Davis in NASCAR to show his appreciation. Bill Elliot approached Ford about Chase and Ford wasn’t interested. Ford always made more power, but Chevy had more talent behind the wheel.
@@StainlessTIG2 Years ago Dale Earnhardt ran a Ford and got the same treatment and many others. The only welcome news here is the Blaney families longtime Ford racers racing the #12 Ford mustang. Remember for the longest of times Ford was headed by Kranefuss (hope I spelled that correct) and the European mindset took over for many years and the last stupid mistake was not grabbing Kyle Larson who Tony Stewart was pleading Ford to grab him and they again stood down.
@@benalamedaracing2765 yeah I do remember who you’re talking about. Chevy overall had way better drivers than the ford camp. Chevy teams were better at shearing information with each other to a certain extent. Ford made more power , but ford teams didn’t share enough information with each other. Mark Martin would’ve won a championship if Roush and Yates merged sooner. Earnhardt got a freebie when Ernie Ervin got hurt in 94’ and was out for the rest of the season. Ricky Rudd took over for Ervin with a 250 point lead over Earnhardt, only to lose the championship.
Clevelands rock
They do that is for sure!
I’m running 4V 62.5 cc quench heads on a 394 stroker and Comp Cams roller rockers. Those rockers tend to move around a lot. Your thought on lash caps? And lash caps with holes or not. Thanks for the video. Cleveland’s forever!!!
I like the lash caps with small holes in them. It makes sense and will also do a hydraulic lock preventing it from flying off just in case you over rev.
great vid.
Thanks Bob.
need a video on epoxying a port for us
I will do these when I am finally getting it together here.
Thx Ben.....
Thanks Robert.
Australian 2V heads were 2.05" intake valve size stock.
It is an impressive street head with potential to step it up.
@@benalamedaracing2765
With the right combo, They're a wolf in sheep's clothing.
One of my high school friends dad had a 72 Torino with a 4V Cleveland & c6 and he took me for a ride & I was not impressed with it! My only other dealings with Cleveland varients was building a turbo kit and tuning a blow through carb on a 351M for a mud truck. With a 70mm Ebay turbo on E85 it made 772 hp on 21lbs of boost with a old Blue Racer RV cam and a completely stock 200k mile long block! Who is building your th350s because not many people around here have good luck with them when they start making power? They were setting off fireworks here last night until almost 1am!
Where do you live? Seems like the RV cam limits the valve lift severely cutting the flow potential of even the 2v heads.
@@benalamedaracing2765 Baltimore, I thought the whole thing was limited so I was really surprised it made that much hp. I never saw a cam card the owner told me it was a rv cam I do know he was using it NA for several years!
@@williamzoom I bet if he had a mild street cam it would do wonders because RV grinds were never for any performance consideration...
Great content Ben!! I am about to rebuild a 1978 351c with some CNC ported 302 closed chamber heads. A shop in Australia has the program. They end up around 280 at 28". I am thinking of going to a 4 inch stroker crank. Do you think I will need a main girdle for this application with a 2 bolt block? Also would removing the 2nd ring upset the engine balance? Thanks Ben. Tim Australia.
Removing the 2nd ring should be ok if you are trying to get the most out of your build. 2 bolt cleveland or windsor? How heavy is the car?
@@benalamedaracing2765 2 bolt cleveland. Xc Falcon ute, around 3400lbs. Is there anyway I can call you from Australia Ben without it costing me an arm and a leg in call charges? I work a night shift so calling you around this time is not a problem for me. Thanks. Also are you able to do a Scype or face time type call?
@@timh6977 tex me on my number I post or go to Facebook if you have one and we can talk there.
If you run 4V quench heads and a RPM Air Gap, would tunge plates be effective since the intake ports are smaller?
Just make sure there is epoxy or welding the manifold floor to match the intake port floor so there will be no speed bump for the flow column to upset everything.
So what is your thoughts on open chamber cleveland heads under boost say a 6-71 blower. They have the advantage of less shrouding around the valves. Is lack of quench an issue under boost?
400 modified came in many 70's fords; should have been a racers favorite but for some reason it never took off?
There is a limit to deck height and a 400 is way too much. When trying to achieve higher rpms a lower deck is preferable because it comes with a lighter rods and pistons and a somewhat shorter stroke for enhance rpms.
Ben, what video did you discuss offset cylinder head dowell etc? Can this be done on small block ford and or twisted wedge heads?
It is not as beneficial for a TW because the intake valve is move far from the cylinder wall. Works for all out racing with big bore and valves if using a TW.
😎 🆒️
As usual Warren thanks again.
So, the guy that remained nameless, who wanted OC heads.......lol, I know you dont like em and I am stupid enough to try to make some work.....but, do you know what he was going to do with them? would the chamber get better if the whole thing was shallower, and say, 63cc instead of 76cc? Just hypothetically thinking....would a piston stir the mixture on the spark plug boss if it were close enough to it, or is the problem more the distance from the spark plug to the opposite side of the chamber and pressure increases from combustion all acting upon that final phase of the burn? If that is the case, octane is the only cure?
I felt he milled the maximum out of it with some semblance of quench by doing these. It can be done if you have the heads profiled and make a quench style piston dome on it and should do very well.
Ben ,about 10 years ago i bought a pair of ausie 302 cleveland bare heads.i want to build a 351 clevor, do you think those heads will be ok ,and can a guy still get parts to build a clevor?.thanks for the great videos!!!
It should still work and make sure you install hardened seats on the exhaust. I should have covered that issue but will do a video on that issue.
I have a set also and was told if I stroked it above 393 the Aussie heads won’t have the flow. I ended up going with the 4V quench
@@johnnyhonda7576 thanks for the info
When you have a fairly potent C build it is better to go the the 4Vs or aftermarket versions of that cylinder heads.
@@benalamedaracing2765 Thank you so much BEN,this maybe a daily driver .i dont know what car its going in yet. you have great advise!!!😁
If they spray iron cylinders in aluminum blocks now.,,.why couldn't you spray a Iron combustion chamber into a aluminum head for thermal advantages ? Or am I just crazy...
There are coatings for thermal barriers out there and many options.
Ben would it be possible to build a reliable nascar (style) engine using a 351 Cleveland using the methods that are on your website. And how much horsepower and sustained rpm’s do you think is achievable. Within reason of course. Thank you sir.
FMX are great Transmissions, their not FOMOÇO
Did they stand for Ford Motor Experimental?
So a 4v head would useless in a street car turning 7200 rmp? How hard is to actually find the 2v Australian heads?
What cubic inche would you charge the intake valve size to a 2.19?
What heads are you thinking about doing this?
@@benalamedaracing2765 I'm not sure, however a 2.19 intake valve on a 302 well it sounds like more than a block can handle. I would like to try a Cleveland Head on a408 or something like that. BTW, is the GT 40 Head even close to an Australian Cleveland Head?
@@rogerstill719 Gt40's will not compare at all and just use the Aussie heads. 351 non stroke would work with that head and if you go 408 make sure the ports are worked on for volume and flow increases.
Anyone 4v heads on a 400?
As always great content and knowledge I'm running a warmed up cleveland in my cobra replica right now it's at 408ci 4v head but building another with some CHI heads but stuck between wanting to go 331ci destroked or another 408 just hotter ugh decisions lol although I need to keep the car some what friendly to drive on the street. But thanks again Sir for all that you share
I prefer the 9.2 deck with a 3.75 stroke combination for better street or track performance. 408 is very hard to get in hard from a corner and I feel a big bore combination with the said stroke will place you in the happy camper side! lol
@benalamedaracing2765 thank you Sir for your time and input.