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Grass Roots Tech => Grass Roots Small Block Windsor => Topic started by: joerberg on September 25, 2017, 06:30:37 pm



Title: 351W Game Plan
Post by: joerberg on September 25, 2017, 06:30:37 pm

I'm going to build a 351W to mate with a four speed and go into a '67 Fairlane. It won't be a stroker - 351 cubes.

Heads - RHS Pro Action with 64 cc chambers and 180 cc runners
Block - Stock
Lifters - hydraulic roller
Cam - Ford Performance B303
Intake - Edelbrock Performer Air Gap with Edelbrock 800 cfm carb
Rockers - roller - make undetermined
Pistons - Undetermined but looking to keep compression ratio under 10:1

I'm open to thoughts on this combination and estimates of how much hp it's going to make. I'm concerned that the 800 cfm carb may be too much for this engine.


Title: Re: 351W Game Plan
Post by: juiced coupe on September 25, 2017, 07:55:30 pm
Unless you already own the heads, cam, and carb, I'd consider other options.

Since you haven't bought pistons yet, I'd strongly consider using Trick Flow Twisted Wedge heads. Even the standard 170 cc head would be plenty. Don't let the "170" cc fool you, they are one of the best heads available in that size area.

The cam, a B303? On a Windsor, seriously? Regardless of head choice, there are better cam options available. Hell, a custom billet roller can be had for under $400. I know that sounds like a lot compared to a $200 cam, but its worth every penny.

I don't care for Edelbrock carbs. The size wouldn't bother me, I just think that they are garbage. Since you are using a manual transmission, I'd put a Holley 750 Double Pumper (not a dual line, vacuum secondary!) it.


Title: Re: 351W Game Plan
Post by: joerberg on September 26, 2017, 09:36:00 am
Coupe,

I had read some articles about the Ford "Alphabet Cams" and also read where a lot of people recommended them for SBF applications. Weren't they designed for the SBF?  Exactly what is it in the specifications for this cam that you dislike and what numbers would you like to see?  What do you folks think about 61cc Trick Flow Twisted Wedge heads with 170cc runners?  I'd like to keep the CR under 10:1 so I'd need a 12 cc dished piston for these heads.


Title: Re: 351W Game Plan
Post by: 347HO on September 26, 2017, 10:27:50 am
I know you will be very satisfied with a cam "ground" specifically to match your engine, transmission combination and application.  You only have to be truthful when giving the specs of your entire car and application.

I have quite a collection of cylinder heads...
The TFS brands consistently required less work to optimize and work very well right out of the box.

My RHS pro action 215's gave me the most drama and head ache.

The more exotic stuff (Yates c3 and other cant valve family...) needed way more attention to detail per application.

I personally haven't heard someone complain, running a single plain intake on their street car/truck (well matched and tuned) yet.

Good luck with your project!


Title: Re: 351W Game Plan
Post by: juiced coupe on September 26, 2017, 10:55:06 am
Weren't they designed for the SBF?  Exactly what is it in the specifications for this cam that you dislike and what numbers would you like to see?

No. Actually, it is a very old generic grind from Crane. On top of that, it is ground on a very cheap core.

I've had a couple of them. I would only recommend them for lift limited applications. And even then, it would be more of a "maybe".


Title: Re: 351W Game Plan
Post by: 69 Merc on September 26, 2017, 11:54:41 am
I know you will be very satisfied with a cam "ground" specifically to match your engine, transmission combination and application.  You only have to be truthful when giving the specs of your entire car and application.

I personally haven't heard someone complain, running a single plain intake on their street car/truck (well matched and tuned) yet.

Good luck with your project!


 :whs:           :burnout


Title: Re: 351W Game Plan
Post by: joerberg on September 26, 2017, 04:52:15 pm
I'd like the car to have decent street manners while making a good amount of hp from the low to mid range.  I want a good sounding idle but not so rough it barely stays running.  So, can someone tell me what it is about this cam that's wrong and what specs I should be looking for?

How are the single plane intakes for low to mid range power?  I thought they were more for high end power?  Also, I researched the Trick Flow heads and will probably go with them.


Title: Re: 351W Game Plan
Post by: juiced coupe on September 26, 2017, 05:22:29 pm
So, can someone tell me what it is about this cam that's wrong and what specs I should be looking for?


Whats wrong with it? The grind is ancient. The lobes are very soft. It is a single pattern. Its ground on a cheap core.

I'd be looking for something in the upper 220° (@ 0.050") on the intake, mid 230° on the exhaust, lift in the. 570-.600 area, and a 108-110°LS. But thats just me guessing.

Any decent shelf cam will be $275-340. Custom SADI cams run ~$340 and custom billet cams are $380-390.

With the custom, they will take all aspects of your engine, car, and expectations into account when setting the events.

How are the single plane intakes for low to mid range power?  I thought they were more for high end power?

With a correctly designed cam, they can be successfully used on lower rpm engines and still maintain good upper rpm power.

Buy for a true street car, I'd stick with the Air-Gap. For a all around car, its hard to beat.


Title: Re: 351W Game Plan
Post by: joerberg on September 26, 2017, 09:00:56 pm
Thank you.  That's helpful information.


Title: Re: 351W Game Plan
Post by: z-adamson on September 27, 2017, 02:13:14 pm


Buy for a true street car, I'd stick with the Air-Gap. For a all around car, its hard to beat.

My 347 came with an air gap and I swapped it out quickly.

I found that a hot manifold was much better for a "true street" application. MPG, driveability when cold etc. improved greatly with a hot intake manifold.


Title: Re: 351W Game Plan
Post by: juiced coupe on September 27, 2017, 04:46:25 pm


Buy for a true street car, I'd stick with the Air-Gap. For a all around car, its hard to beat.

My 347 came with an air gap and I swapped it out quickly.

I found that a hot manifold was much better for a "true street" application. MPG, driveability when cold etc. improved greatly with a hot intake manifold.

By "true street", I was referring to a car that is more street than strip. I wasn't referring to anything remotely close to a daily driver. I based that on this:

I'd like the car to have decent street manners while making a good amount of hp from the low to mid range.  I want a good sounding idle but not so rough it barely stays running.

In your case, I think your choice better suited its intended purpose. But IMHO, your van has very little in common with a choppy idleing, four speed muscle car.

In his case, I believe that the advantages that the Air-Gap off over a standard RPM are worth its minor inconveniences. Unlike the 302 version, the 351 Air-Gap offers a good bit more performance potential compared to the standard version.


Title: Re: 351W Game Plan
Post by: joerberg on October 02, 2017, 09:04:58 pm
Looking at intake manifolds brings up some questions.  There's really not much for specs on these things other than an rpm range.  Right now I'm thinking of getting an Edelbrock 7521 Performer RPM Air Gap for my 351W build.  This is based on recommendations and not evaluating any data or specs.  So other than experience and advice how do you shop for an intake to insure it's a proper application? 


Title: Re: 351W Game Plan
Post by: knucklefux on October 02, 2017, 10:07:31 pm
it's all about the combo, and choosing parts that will work well together.  an air gap will work pretty good on a mild 351, but will hamstring a 400+ inch stroker.  would a vic jr be a little better at higher rpm?  certainly.  but with the rest of the parts you're choosing (mainly the heads) you'd have more to lose going to a vic jr.

now, if you were going with 225cc+ high ports (or other higher performance heads) you'd be crazy to use an air gap and even a vic jr might be a bad choice.   

when figuring these things out it's best practice to either take the advice of an engine builder that you trust, or find someone who has already met the performance goals that you're after and mimic their build.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 02, 2017, 11:28:24 pm
it's all about the combo, and choosing parts that will work well together. 

This.

The arbitrary rpm ratings assigned to many performance parts are nearly useless.

So other than experience and advice how do you shop for an intake to insure it's a proper application? 

Experience definitely helps, and evaluating the intended application. But I'll lay out what I see.

You said that you wanted decent street manners and a good (but not radical) idle. Its going into a smaller sized muscle car with a  four speed, with I'd assume gearing in the 3.50:1 area. Based on this, I'd assume that this will be a "fair weather" and not something that will often see your daily commute.

So, my reasons for choosing the Air-Gap are:

While the standard RPM fits all the criteria of this, it ultimately gives up top end power to the Air-Gap. And while you want the low/mid range power, I seriously doubt that you want to just give up top end power.

The only advantage that the standard RPM might have is on cold startup. The design of the intake will get heat into it quicker, promoting fuel vaporization. Meaning, the cold idle will settle out a little quicker. After the engine is up to temperature, the intake design is just pumping extra heat into the incoming charge. This could also make heat soaking the carb more likely during warmer weather or extended cruising.

The Victor Jr can be made to work decently well for this application, I just don't see the justification. A properly designed cam could offset the low end losses, but I doubt that this engine will ever see enough rpm to take advantage of the VJ.


Title: Re: 351W Game Plan
Post by: joerberg on October 03, 2017, 07:54:35 am
Juiced, you're right, this will be a "Fair Weather" driver.  I doubt I'll put more than 2,000 miles per year on it and never in the winter.  Also, while high rpm power isn't my major concern it'll certainly see some high rpm's.  And I was thinking around 3.5:1 gears. 

I appreciate the advice from both you guys but that's my point  As a newbie I have to depend on advice from veterans like you guys because I can't find any data or meaningful specs on intakes.  I'm a retired engineer and I'm used to looking at numbers to help make decisions.  I've got a chance to get an Edelbrock 75214 for a good price and based on your responses I think I'll get it. 

I'm going to hold off on a cam selection until I've nailed down the information on the rest of the car and then have one ground for me.  A number of people have recommended that and it's not really that expensive.

Thanks.


Title: Re: 351W Game Plan
Post by: servo765 on October 03, 2017, 10:37:08 am
I have little technical advice to offer, but I was in your shoes recently when I waded into a 347 build with no previous experience.

My advice:  pick a builder who you trust, build some credibility with them by ordering your heads, and then let them recommend parts for you.  Odds are that person has a library of a dozen 351 combos they have built so far this year to draw upon.

Worked great for me, and the advice i was given was worth not having to sift through internet theorycrafting.  There will be a time for that once you start building.

my two cents.


Title: Re: 351W Game Plan
Post by: I.C.E on October 03, 2017, 03:14:40 pm
To build this engine is going to cost money no matter how many corners you cut. In the end the difference in cost will be marginal, and performance will be something like this (not my combo):

351w roller .040 over
e street heads 1.90
b303 cam
edlebrock rpm air gap intake
670 street avenger
bbk shorty headers
T5 with 3.73 rear gears.
made 307hp 346ft tq at the rear wheels.

Will you be happy with that?


Title: Re: 351W Game Plan
Post by: z-adamson on October 03, 2017, 04:17:53 pm



While the standard RPM fits all the criteria of this, it ultimately gives up top end power to the Air-Gap. And while you want the low/mid range power, I seriously doubt that you want to just give up top end power.

The only advantage that the standard RPM might have is on cold startup. The design of the intake will get heat into it quicker, promoting fuel vaporization. Meaning, the cold idle will settle out a little quicker. After the engine is up to temperature, the intake design is just pumping extra heat into the incoming charge. This could also make heat soaking the carb more likely during warmer weather or extended cruising.

I picked up about 3.5 mpg when dumping the air gap.

Just throwing that out there.

Might not matter with 2000 miles per year, but at 20,000 per year, it makes a big difference.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 03, 2017, 06:31:10 pm
I picked up about 3.5 mpg when dumping the air gap.

Just throwing that out there.

Might not matter with 2000 miles per year, but at 20,000 per year, it makes a big difference.

You switched to a Action Plus/Street Warrior intake, which is similar to a base Performer intake. I'm sure that it works well in a heavy vehicle with a low rpm engine. That intake would likely cost him 30+ hp, maybe even more.

I fully believe you mpg findings, with a heavy van. But there are tons a differences between a heavy work van and a lightweight street cruiser, especially with him having a manual transmission. Even with the intake differences, I doubt his mpg would change nearly that much.


Title: Re: 351W Game Plan
Post by: knucklefux on October 03, 2017, 09:35:30 pm
Not to mention changes in driving habits that may result from less performance.


Title: Re: 351W Game Plan
Post by: al2 on October 03, 2017, 10:30:43 pm
Why no stoker ? Do you all ready have crank and rods ?


Title: Re: 351W Game Plan
Post by: 347HO on October 04, 2017, 10:17:53 am
Why no stoker ? Do you all ready have crank and rods ?
👆

Build for build, the cost to upgrade to 408ci has more value per dollar spent.

I'm researching the cost difference now just for my curiosity...

Quick find found same manufacturer of rotating assemblies is the same price for 351 to 408.
Hmmmmmmmmmmmm


Title: Re: 351W Game Plan
Post by: al2 on October 04, 2017, 11:05:49 am
408 even with tw170 and mild cam  would make a nice street engine.


Title: Re: 351W Game Plan
Post by: z-adamson on October 04, 2017, 04:26:49 pm
Why no stoker ? Do you all ready have crank and rods ?
👆

Build for build, the cost to upgrade to 408ci has more value per dollar spent.

I'm researching the cost difference now just for my curiosity...

Quick find found same manufacturer of rotating assemblies is the same price for 351 to 408.
Hmmmmmmmmmmmm

But if you already have the 351w rotating assembly, which appears to be the case here, then the cost to build a 408w is no longer on par with the 351w.


Title: Re: 351W Game Plan
Post by: knucklefux on October 04, 2017, 05:59:02 pm
buuuuuuut....if you have to grind the crank and resize the rods on that stock rotator as well as buy new pistons, there's not a huge difference.

the difference in performance easily outweighs the difference in cost.  personally, i wouldn't bother with a 351ci build for any "performance" application when a 408 is so cheap.


Title: Re: 351W Game Plan
Post by: joerberg on October 04, 2017, 06:15:53 pm
My initial intent was to do a stroker.  But, I found an excellent running 351W from an F-150 and, although I haven't gotten into it yet, I'm hoping to be able to use the stock crank and rods.  I agree with you guys that dollar for dollar a stroker is the way to go.  But I can save about $1000 and still have "enough" horse power with the 351.

I've owned fast cars.  I raced motorcycles and I road raced an RX-7 for years.  Now, at 69 years old, the need for speed ain't what it used to be.  So long as this build puts me back in the seat and sounds good I'll be happy.  If I could beat my son in his 454 Chevelle that would be nice too but I'm not planning on that.


Title: Re: 351W Game Plan
Post by: z-adamson on October 06, 2017, 02:16:39 pm
My initial intent was to do a stroker.  But, I found an excellent running 351W from an F-150 and, although I haven't gotten into it yet, I'm hoping to be able to use the stock crank and rods.  I agree with you guys that dollar for dollar a stroker is the way to go.  But I can save about $1000 and still have "enough" horse power with the 351.

I've owned fast cars.  I raced motorcycles and I road raced an RX-7 for years.  Now, at 69 years old, the need for speed ain't what it used to be.  So long as this build puts me back in the seat and sounds good I'll be happy.  If I could beat my son in his 454 Chevelle that would be nice too but I'm not planning on that.

If thats the mindset, then you might as well just re-ring it, re-bearing it, re-gasket it. If it's "excellent running" then this likely will provide the desired results....a good running, strong, good sounding 351w.

If it needs a lot of work and becomes a money pit, then 408w makes the most sense. BUT........taking advantage of what the 408w has to offer comes with other expenses.....heads, cam, headers and the list goes on. Gotta think about that too.



Title: Re: 351W Game Plan
Post by: z-adamson on October 06, 2017, 04:05:47 pm
buuuuuuut....if you have to grind the crank and resize the rods on that stock rotator as well as buy new pistons, there's not a huge difference.

the difference in performance easily outweighs the difference in cost.  personally, i wouldn't bother with a 351ci build for any "performance" application when a 408 is so cheap.

Were you figuring stock 351w heads, cam and intake on the 408w?

If not, then the difference in cost can get to be "huge" or something like that and aftermarket heads, intake, headers, cam are not exactly "so cheap". Consider that these components can be reused with the 351w but reusing them with a 408w would not be practical.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 06, 2017, 04:19:57 pm
If thats the mindset, then you might as well just re-ring it, re-bearing it, re-gasket it. If it's "excellent running" then this likely will provide the desired results....a good running, strong, good sounding 351w.

I don't disagree with this, from a money standpoint. If using Twisted Wedge (especially the 11R design), I highly doubt that you will run into any PTV clearance problems.

The only downsides to this is that stock 351 pistons are WAY down in the hole, and the soup bowl type pistons do very little to help.

Even at a simpler compression, a properly designed reverse dome piston at the correct quench will be worth some power and detonation resistance. Of course, if buying new pistons, why wouldn't you raise the compression some as well?


Title: Re: 351W Game Plan
Post by: joerberg on October 06, 2017, 08:17:11 pm
I am not planning to use the stock pistons.  I'm looking to up the stock 8.5:1 compression ratio to around 10:1.  I plan to use the Trick Flow heads with 61 cc chambers, 170 cc runners and 2.02 valves with 1.6 rockers, an Edelbrock 7581 Performer RPM Air Gap and a 600 cfm carb.  Cam is not determined until I decide on gears and tires.

I have given serious thought to keeping everything stock and just doing a rebuild with a cam and intake change.  What kind of hp could I get with that approach?


Title: Re: 351W Game Plan
Post by: knucklefux on October 06, 2017, 10:06:54 pm
if you stick with the stock iron heads, you'd be doing great to hit 300hp, maybe 350.  stock e7 heads (assuming that's what's on it) aren't very good for performance.  gt40s are a little better but still not ideal for anything performance oriented.

since your initial plan was to buy heads, i really suggest upping the budget to get some heads that will get the job done.  high ports are a great choice, with the cnc'd ones being even better (to a point). 

then again, you're not looking to set the pavement on fire...maybe disregard that bit lol.  some trick flow 11r are a great choice and not too spendy.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 06, 2017, 10:53:40 pm
I have given serious thought to keeping everything stock and just doing a rebuild with a cam and intake change.  What kind of hp could I get with that approach?

if you stick with the stock iron heads, you'd be doing great to hit 300hp, maybe 350.  stock e7 heads (assuming that's what's on it) aren't very good for performance.


In full street dress with accessories and exhaust, I suspect that it would be closer to a real 250-260 hp. With a four speed, it'd still be fun-ish to drive.

Now keep in mind that any performance cam will need a valve spring upgrade, and the heads will likely need some refreshing. You need to think about that before you throw hundreds of dollars at a set of useless heads.


Title: Re: 351W Game Plan
Post by: joerberg on October 07, 2017, 09:15:57 am
All good points and well understood.  I gave the stock rebuild with a cam and intake change a thought but I'm not really going down that path.  That was my cheap side talking.  As Knucklefux points out, I'm not looking to set the pavement of fire but I do hope to warm it up a little.

I'm still in the planning stage and have most of the parts picked out.  When I'm actually ready to place orders I'll post what I think are my final choices again to get final comments.

Thanks for all the feedback.  It's much appreciated.


Title: Re: 351W Game Plan
Post by: knucklefux on October 07, 2017, 01:02:35 pm
this is what i know, based on my personal experience:

whatever performance level you get your ride to will be exciting.  at first.  then the "moar power" bug starts creeeping in.  because of this, i either aim for more than i think i want OR buy parts that will allow me to increase the power without replacing the high dollar stuff.

case in point-heads.  if i had a good running 351w, i would probably freshen the rings & bearings, then buy a top end that would support a stout 408 and get a cam to go with the 351 setup.  then when it came time for a rebuild, or that nasty "moar power" bug bit me, all i'd need would be a new rotating assembly and cam.  to do the 408 short block and the top end to support it all at one time would put the project into "extreme long term" status for me because i can't just plop down $5k+ all at once.  doing it systematically in such a way that i can maximize performance at each stage is my new approach.

every single time i've tried to save money or cut corners, i've been disappointed.  i try to help others avoid that if i can.


Title: Re: 351W Game Plan
Post by: joerberg on October 08, 2017, 03:18:02 pm
With 61cc heads, -5cc pistons, stock piston clearance and.035" gasket I'm getting 11.75:1 which is higher than what I was looking for.  I was thinking around 10:1 as the upper limit.  Am i being too conservative? 'd have to have +8cc pistons to get 10:1.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 08, 2017, 04:31:45 pm
Most commonly available gaskets for Windsors are .040-.047" compressed thickness. One of the best value head gaskets is the  Fel-Pro 9333, which is .047".

With a. 047" gasket and the pistons at zero deck, I get 10.6. It would actually be slightly lower, due to the ring lands.

Its also worth noting that you have to cut the hell out of the deck of late model Windsor blocks to get zero deck. Anything lower will also reduce compression, as well as increasing the quench distance.

The general consensus is that the quench distance should be .035-.055", with .060" being the most for a N/A engine.



Title: Re: 351W Game Plan
Post by: joerberg on October 08, 2017, 08:41:53 pm
I've got a disconnect here.  I'm looking at the compression calculator on the Summit website and with stock rod length, stock deck height, - 5 cc pistons with stock 1.774" compression height I get a piston to deck clearance of .023" giving me 11.4:1 with a .047" gasket.  Using a zero deck clearance I get 12.1:1.  What am I missing?

If I figure on a .047" gasket and .023" deck clearance the total quench distance would be .070".  Correct?  And lastly, am I being overly conservative trying to keep the CR around 10:1?


Title: Re: 351W Game Plan
Post by: al2 on October 08, 2017, 08:49:31 pm
What kind of fuel do you plan on running ? I have been gathering parts for a street car build. 408 Windsor with 192 high ports I have. I have been thinking about running e85 and have compression at 12.5 to one.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 08, 2017, 09:14:39 pm
I've got a disconnect here.  I'm looking at the compression calculator on the Summit website and with stock rod length, stock deck height, - 5 cc pistons with stock 1.774" compression height I get a piston to deck clearance of .023" giving me 11.4:1 with a .047" gasket.  Using a zero deck clearance I get 12.1:1.  What am I missing?

If I figure on a .047" gasket and .023" deck clearance the total quench distance would be .070".  Correct?  And lastly, am I being overly conservative trying to keep the CR around 10:1?

In that calculator, a negative piston volume equals a dome piston. Meaning that it subtracts volume from the chamber.

Yes, that would be correct on the quench.

With a properly designed cam, somewhat higher compression ratio are usable with pump gas.


Title: Re: 351W Game Plan
Post by: 347HO on October 08, 2017, 11:31:03 pm
Aluminum heads set up correctly and a good to great tune can take 1pt more ratio also.


Title: Re: 351W Game Plan
Post by: Ammosteve on October 09, 2017, 07:02:11 am
I've got a disconnect here.  I'm looking at the compression calculator on the Summit website and with stock rod length, stock deck height, - 5 cc pistons with stock 1.774" compression height I get a piston to deck clearance of .023" giving me 11.4:1 with a .047" gasket.  Using a zero deck clearance I get 12.1:1.  What am I missing?

If I figure on a .047" gasket and .023" deck clearance the total quench distance would be .070".  Correct?  And lastly, am I being overly conservative trying to keep the CR around 10:1?

The Wallace calculator shows 10 to 1 compression using 4.03 bore, 3.5 stroke, 61 cc chamber, 6.6 cc valve relief (standard) .041 thick head gasket with 4.100 bore and piston in the hole .023.


Title: Re: 351W Game Plan
Post by: joerberg on October 09, 2017, 08:24:51 am
I'm going to run pump gas and I don't care about mileage and I don't care if it needs high octane.  As I stated earlier, this car probably won't see more than 2,000 miles per year.

So, bottom line - is 10:1 overly conservative?


Title: Re: 351W Game Plan
Post by: juiced coupe on October 09, 2017, 10:51:05 am
So, bottom line - is 10:1 overly conservative?

Sorry for the vague answer, but it depends.

The fact that you have a decently light car, manual transmission, and lower rear gearing reduces load on the engine and makes it less likely to run into detonation.

The cam can also make or break this. Done correctly, and you could probably run 11.5:1 with pump gas. Done wrong, and you might struggle with 9.5:1.

This is why I suggested getting the custom cam done, preferably by someone who is very familiar with SBFs.


Title: Re: 351W Game Plan
Post by: joerberg on October 09, 2017, 01:47:50 pm
I'm thinking custom grind on the cam once I have the gearing and tire size nailed down.  Any recommendations on a source?


Title: Re: 351W Game Plan
Post by: z-adamson on October 09, 2017, 02:05:17 pm
I'm going to run pump gas....

 I don't care if it needs high octane...

How can you not care if it needs high octane and run pump gas?

Pump gas is hardly high octane and if you need high octane and run pump gas then don't plan on the pistons having a long life.


Title: Re: 351W Game Plan
Post by: juiced coupe on October 09, 2017, 02:14:46 pm
I'm thinking custom grind on the cam once I have the gearing and tire size nailed down.  Any recommendations on a source?

FTI would be a good choice. Jim at Ford Strokers has some people who he works with, that seem to have their game down as well.

I'm going to run pump gas....

 I don't care if it needs high octane...

How can you not care if it needs high octane and run pump gas?

Pump gas is hardly high octane and if you need high octane and run pump gas then don't plan on the pistons having a long life.

I think that he was referring to premium as high octane, as in high in comparison to regular or mid grade.


Title: Re: 351W Game Plan
Post by: z-adamson on October 09, 2017, 02:34:57 pm

I think that he was referring to premium as high octane, as in high in comparison to regular or mid grade.

Could be what he meant.

I don't see anything "high octane" about premium pump gas....91-93 octane depending where you go.

Higher than 87.......but not high octane to many.


Title: Re: 351W Game Plan
Post by: joerberg on October 09, 2017, 03:49:32 pm
Yeah, premium.