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Discussion Starter · #2 ·
I have a all aluminum 496 single 4 tunnel port that I an very happy
with.
To make any hp or trq with a big inch motor , the single plane intakes
are the way to go. I wouldn't even consider running any t-port smaller
than 454.
Will they make any more hp or trq that a set of well prepped E-Brock's,
no.
But they do have the cool factor.

FeWedge T.S.#13
 
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Discussion Starter · #6 ·
They suffer from lack of torque with such small cubic inches. A friend
of mine has been playing with one in his 66 GT350
for a couple of years. He said he wished he never did it. His next step
is a 350+ motor. Rare and exotic pieces to say the lest.
The race version uses shaft mounted rockers from the 312 Y blocks .
The street head uses stud mounted
rocker arms.

FeWedge
 
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Discussion Starter · #7 ·
The fix on small cubic inch pro stock cleveland headed engines many
years ago was to put about a 1/2 inch or so of epoxy on the floor of the
intake port. This did little to the flow but help the gas velocity a
great deal.
Stan

[email protected] wrote:
>
> They suffer from lack of torque with such small cubic inches. A friend
> of mine has been playing with one in his 66 GT350
> for a couple of years. He said he wished he never did it. His next step
> is a 350+ motor. Rare and exotic pieces to say the lest.
> The race version uses shaft mounted rockers from the 312 Y blocks .
> The street head uses stud mounted
> rocker arms.
>
> FeWedge
 
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Discussion Starter · #8 ·
That would be funny (not funny ha-ha) to see a vintage tunnel port head
all epoxied up into a square port configuration, to come out looking
like a one of a zillion OE unit.

180 Out
 
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Discussion Starter · #9 ·
Stan Weiss wrote:
> The fix on small cubic inch pro stock cleveland headed engines many
> years ago was to put about a 1/2 inch or so of epoxy on the floor of
> the intake port. This did little to the flow but help the gas
> velocity a great deal.
> Stan


The 302 TP heads did not have the very low dead area that the 4V Clevelands
have. (These days, the 4V C heads are remedied with pre-cast port
"stuffers" made to fit various intake manifolds. The hot set up for a drag
engine with a healthy cam is the Aussie Funnelweb SP intake with stuffers to
match). The real problem with 302 TP heads was a stock exhaust port.
STill, the REAL problem with the 302 TP in the Trans Am days, as I
understand it, is that when you got them reved up so that the heads went to
work, the crank fell out.


>
> [email protected] wrote:
>>
>> They suffer from lack of torque with such small cubic inches. A
>> friend of mine has been playing with one in his 66 GT350
>> for a couple of years. He said he wished he never did it. His next
>> step is a 350+ motor. Rare and exotic pieces to say the lest.
>> The race version uses shaft mounted rockers from the 312 Y blocks .
>> The street head uses stud mounted
>> rocker arms.
>>
>> FeWedge


--


--
Tom

My diesel truck runs on used veg oil!
http://www.freewebs.com/vegtruck/index.html

My 1958 Ford
http://www.geocities.com/styleline58/

Visit the Cleveland Engine Forum
http://www.351cleveland.net

"Should any political party attempt to abolish social security,
unemployment insurance, and eliminate labor laws and farm programs, you
would not hear of that party again.... There is a tiny splinter group,
of course, that believes you can do these things. Among them are H.L.
Hunt...a few other Texas oil millionaires, and an occasional politician
or businessman from other areas. Their number is negligible and they
are stupid."

--President Dwight D. Eisenhower
 
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Discussion Starter · #10 ·
Tunnel port heads seem to inherently run better in larger cubic inch
motors. Pontiac 303 tunnel port and Ram Air V motors
where sluggish on the bottom end. 427 tunnel ports are not much better.
In all cases they are dependent on rpm for their hp. I would be
interesting to see the flow numbers on the race head to compare to the
current crop of after market heads. I have a feeling the exhaust was
comparable the original GT40 heads. I street heads have provision a
thermactor system and would be fairly resistive.
The big problem with the tunnel port in the 68 Trans am cars was that
Ford engine and foundry supplied motors to they teams and they where
not allowed to build their own. Corporate policy doomed the motor.
Engine failure after engine plagued the teams.

FeWedge
 
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Discussion Starter · #11 ·
Ol' Shel' was fumin and cussin, after having won countless races and
championships with the small block Ford in Cobras, Daytona Coupes, Ford
GT's, GT350's, and notchback Mustangs, including the '66 and '67 Trans
Am series. Could there be anyone on the planet who knew more about
small block Ford road race engines than Shelby American in 1967?
Imagine the corporate ego of telling this guy that his crews could go
nowhere near their motors with a tool in hand.

180 Out
 
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Discussion Starter · #12 ·
That car would be honking in the quarter if you got that power to the
ground. Easy 10 second car, maybe even in the 9's, eh ?
 
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Discussion Starter · #13 ·
No what I had seen looked more like a "D" laid on it's side.
Stan

[email protected] wrote:
>
> That would be funny (not funny ha-ha) to see a vintage tunnel port head
> all epoxied up into a square port configuration, to come out looking
> like a one of a zillion OE unit.
>
> 180 Out
 

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Has anyone present here ever run a 427 tunnel port, if so what are you opinions on that motor ?
I have one in my 54 ford sedan 5 spd 4.3's. I also have a 2013 modified shelby, a 2016 modified GTR. A bunch of other stuff pretty fast. the 54 is very fast need to put a little better brakes on it getting older start thinking about dieing
 

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19,248 Posts
I have one in my 54 ford sedan 5 spd 4.3's. I also have a 2013 modified shelby, a 2016 modified GTR. A bunch of other stuff pretty fast. the 54 is very fast need to put a little better brakes on it getting older start thinking about dieing
You have replied to a 17+ yr old post from a member not been on forum since posting
 
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