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Discussion Starter #1
Hi All, I'd like to pick a few of the clever brains out there.

I have a 351W (69 Block) with Victor Jr Heads (small port work) and would like to know if anyone has some advice to get that little bit more out of it, especially over the 1/4 mile.

Heres the specs, 351W, Crane solid 245/[email protected], Victor Jr heads with mild porting, Edelbrock RPM Air-Gap dual plane Manifold, Barry Grant 750cfm, 9.5 to 1 compression, forged pistons, balanced standard bottom end with arp bolts. 1-5/8 tri-y headers, 2.5 inch exhaust. Msd ignition (dizzy and 6AL) 16 degrees base and 35 total.

This combo produced 340 rwhp and has run a [email protected] in an XW Falcon, roughly 3450 lb car, toploader and 3.7 rear with 26" tall street slick type tyres, crossing the line at about 5500 rpm and a best of 1.8 60ft

It drives great, has strong torque down low, but I guess I would be happy to trade some low end torque for some top end HP as racing only seems to use 4500-6500 rpm

My question....what can I do without pulling the engine down and stroking, decking etc to get the car to run a high 11.99 et ?

Would a 4-1 set of headers help, maybe something bigger than the 1-5/8" I have now ?? I cannot find a 351W 4-1 header here in Australia, they seem to sell lots of variations of 302W 4-1's....would these fit ??

I also have a Victor Jr single plane manifold sitting doing nothing, would that help ??

Any help would be greatly appreciated

Cheers

Robert
 

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BLOWNXD
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RobertXW said:
Hi All, I'd like to pick a few of the clever brains out there.

I have a 351W (69 Block) with Victor Jr Heads (small port work) and would like to know if anyone has some advice to get that little bit more out of it, especially over the 1/4 mile.

Heres the specs, 351W, Crane solid 245/[email protected], Victor Jr heads with mild porting, Edelbrock RPM Air-Gap dual plane Manifold, Barry Grant 750cfm, 9.5 to 1 compression, forged pistons, balanced standard bottom end with arp bolts. 1-5/8 tri-y headers, 2.5 inch exhaust. Msd ignition (dizzy and 6AL) 16 degrees base and 35 total.

This combo produced 340 rwhp and has run a [email protected] in an XW Falcon, roughly 3450 lb car, toploader and 3.7 rear with 26" tall street slick type tyres, crossing the line at about 5500 rpm and a best of 1.8 60ft

It drives great, has strong torque down low, but I guess I would be happy to trade some low end torque for some top end HP as racing only seems to use 4500-6500 rpm

My question....what can I do without pulling the engine down and stroking, decking etc to get the car to run a high 11.99 et ?

Would a 4-1 set of headers help, maybe something bigger than the 1-5/8" I have now ?? I cannot find a 351W 4-1 header here in Australia, they seem to sell lots of variations of 302W 4-1's....would these fit ??

I also have a Victor Jr single plane manifold sitting doing nothing, would that help ??

Any help would be greatly appreciated

Cheers

Robert
Hey ive had a clevor with a little more cubes running the 3v heads, im presuming the Victor jr heads are alluminum heads, so im wondering why you only went for 9.5.1 compression with alluminums tolerance for lower octaned fuel, youd be able to get away with 11.1 - 11.5.1 comp and still run Ultimate 98 fuel with or without an addative (octane booster) and retard or advance timing to match. That in itself would increase horsepower quite conciderably. The Victor series manifolds are suppose to work well but i know that alot of people use the likes of a TFC/CHI/Funnelweb manifold which i reckon would be better suited and give you a fair bit more Power/torque. I also know from past experiences especially with clevo's that they love to breath, a set of Pacemaker tuned length extractors would free up a fair bit more power aswell they cost between 650 - 750 a pair i used ones with 2" primaries to a 4" or 4 1/2 " collector. I ran twin 3" with a crossover pipe but a twin 2 1/2 or single 3" is adequate for most, the crossover or balancer pipe gives you a few extra neddies as well hope that helps good luck :hy:
 

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In my opinion, that's way too much carb.

...and why would you run Victor heads with a Performer series intake? They make the intakes/heads/cams to match up so you don't make the mistake of mixing parts. I think your best bet would be to listen to XD408.
 

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Nitrous Junkie
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Don't write the Air-Gap manifold off as not being on par with the Victor Jnr heads... It's an excellent item, especially for a street car.

I'd be looking at getting the car to 60' better, so maybe a set of 4.11s might be the go. Also what shifter are you using? Could you be losing time in this area (gearshifts)?
 

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Discussion Starter #6
XD408 said:
Hey ive had a clevor with a little more cubes running the 3v heads, im presuming the Victor jr heads are alluminum heads, so im wondering why you only went for 9.5.1 compression with alluminums tolerance for lower octaned fuel, youd be able to get away with 11.1 - 11.5.1 comp and still run Ultimate 98 fuel with or without an addative (octane booster) and retard or advance timing to match. That in itself would increase horsepower quite conciderably. The Victor series manifolds are suppose to work well but i know that alot of people use the likes of a TFC/CHI/Funnelweb manifold which i reckon would be better suited and give you a fair bit more Power/torque. I also know from past experiences especially with clevo's that they love to breath, a set of Pacemaker tuned length extractors would free up a fair bit more power aswell they cost between 650 - 750 a pair i used ones with 2" primaries to a 4" or 4 1/2 " collector. I ran twin 3" with a crossover pipe but a twin 2 1/2 or single 3" is adequate for most, the crossover or balancer pipe gives you a few extra neddies as well hope that helps good luck :hy:
Thanks Guys, I got the heads cheap and wanted a fast swap, when I got the old cast iron ones off I found the pistons had a 16cc dish, so the best I could get was 9.5 to 1. Yes I was planning on 11 to 1, but if I was going to start ripping the bottom end out then I would just go for a 408 or similar combo....I still might one day, but for now I will (based on your advice and others) try and get a set of 4 into 1 headers of 1-3/4 or 1-7/8" and maybe put the Victor Jr manifold back on.

Thanks

Rob
 

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XD408 said:
Hey ive had a clevor with a little more cubes running the 3v heads, im presuming the Victor jr heads are alluminum heads, so im wondering why you only went for 9.5.1 compression with alluminums tolerance for lower octaned fuel, youd be able to get away with 11.1 - 11.5.1 comp and still run Ultimate 98 fuel with or without an addative (octane booster) and retard or advance timing to match. That in itself would increase horsepower quite conciderably. :hy:
I have a 331 with [email protected] intake lobe and have tried 2 type of heads one pair has 160psi and the other 190psi on a compression test, do you think I would be better off running the higher comp heads and run a bit more retard OR run the lower comp heads and advance it up :help:
 

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raceparts said:
I build race engines the best heads to run on your app. are the RHS heads cast iron.
I sell them for $1650.00 ported and flowed and would put you in te 11.20 range.
www.racepartsinc.com
what a load of crap, you got the mph to break into the 11's so your driving needs a tune up first, then look into a vic jr intake if you want to sacrifice some low end. 750 cfm on that motor with those heads is fine imo:hy:
 

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Discussion Starter #10
Thanks, your right about the driving, I'm going for a set of slicks soon and will up the gears to 4.1 or 4.3

I used those M&H Racemaster Treaded DOT slicks 235/60-14, but they couldn't get me off the line clean without spinning so I'm going for a set of real slicks, unless someone else has an idea.

I'm also going to install a set of 1-3/4" 4-1 headers so will report back with my before and after dyno for the groups interest. Then go to the track.

I'll keep you all posted on my progress
 

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Hi
if your after a quicker ET, first put a lower ratio diff something around 4.5:1 and see what happens, you might think it wont go fast, but it will if it will rev.

As for the carb, a boss 302 mustang race version had 2 x 1150 cfm carbies with a factory option of 2 X 1350 cfm carbies dominator series, the key here is no restriction.
hope this helps
Glenn
 

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I run a 10.66 compression ratio in my 302 and produce similar amounts of power as you with my AFR alloy heads...
9.5 seems pretty low for a high performance motor....
 

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Do not and I repeat DO NOT use racepartsinc for anything. The guy is a so slow that you would probably die or sell your car first before you get the parts that you ordered. He has had my money since July of last year and still have yet to get all my parts. I got the heads which look great but the intake he has still. Says he is still working on the porting. BS in my opinion. I have coem to the realization that he took my money and I will never see that intake. Now he wont even call me back or email me for that matter. This guy in a idiot who cant even run a business. If i were not on the west coast I would have half the mind to drive over there and beat him down for that intake. heck it might even be cheaper to buy a plane ticket to get the intake rather than buy a new one. But Like i said, go with someone else to do the heads, this guy is crap.
 

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To save opening up the engine to gain more comp, it wont realy matter about the single plane manifold at this stage but change gearing and leave harder, try and cross the line at at least 6 grand, or go to a 25" slick. In the future, more comp and run the single plane. Then you may change the pipes. I think a mid 11 is on the cards with what you already have. These other threads about racepartsinc need clearing up. either he responds to garrettagr with the goods or gives a damm good reason why he is slow, or his reputation is not worth doggy doo.
AZZA
AZZA
 
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