This was built as a 91 octane pump gas street engine. 11 to 1 comp. It has a 4.125 bore 4.25 stroke. Headers used on dyno are for my 67 Mustang that the engine is in. Did change to a belt drive system and dry sump oil system after dyno pulls. Wasn't able to be there during dyno run. It is a Windsor engine, So it's the same as any other Ford Windsor for fitment.

It's an amazing thing to witness when you see a high-volume oil pump suck an oil pan up against the pickup tube and watch the oil pressure drop to zero. This happened on a build I did because I didn't clearance the oil pan but never thought it would have bent a steel oil pan the way it did.

Stout powerhouse indeed!!! And that sound, gnarly.... Excellent build 👍🏻

Oh Hell Yes! Oh how I wish we had toy's like this in the late sixties and early seventies.

I think the dyno results are actually pretty good for Windsor style heads. But such an incredibly stout short block assembly deserves a superior pair of Ford Small Block heads. Aftermarket TFS or the Engine Masters Challenge winning CHI Cleveland heads would do an excellent job on top of 454 cubic inches. Since pistons for canted valve heads would be needed it would be a good time to bump up the compression to take full advantage of the efficient Cleveland combustion chamber design. Even a pair of 35 year old Ford Motorsport A3 Cleveland heads would be a better choice on this 454 than nearly all aftermarket Windsor heads. A good example on KZfaq of the old A3’s is the DragBoss ‘69 Cougar posted by Tim Halstead. He uses a 48 year old OEM iron 2-bolt main block along with a stroker kit for 408 cubic inches and a solid roller cam that’s mild enough for the considerable amount of street duty it sees. The A3 heads are matched to a Scott Cook intake and a single 4-V Holley. This old school 408C paired with a C4 automatic in the 3400 pound Cougar runs a 9.62 quarter. The dyno video shows a healthy 752 horsepower ! The point to all of this is...why spend the big bucks on a quality 454 bottom end and leave so much power on the table by using limited potential Windsor heads ? There are a few good sources for quality alloy Cleveland heads and intakes available now in the same price range of the TFS Windsors used for this build. The 408C DragBoss makes 1.8 horsepower per cubic inch. At the same power ratio, a 454 would make an easy 817 horsepower in a very street friendly build. The Australian Clevelands posted by Fullboost are making 1000 horsepower on 98 octane. Thats with NO power adders. Now try that with a Windsor 😉. And the beat goes on....

Such an outstanding presentation and build. I appreciate how you gave up the details of each stage and the parts used and their particulars. Thank you for sharing and cheers from Motown!

they build my dream engine!

Beautiful piece. Well done

Imagine this with dual turbos and 40 pounds of boost and of course the engine built for that boost. Would be unreal.

Ain't NOTHING more aggravating than some butthole standing around, asking stupid questions right in the middle of a torque sequence or dialing in a cam, etc. lol. My THANKS goes out to the gentleman actually building this engine. I appreciate his patience and endurance of the crowd and questions in the middle of his work space,, and for sharing his experience and wisdom and taking the time to explain the process. It was to my benefit. Thank you.

Nice job, but why not go all the way and run Cleveland style heads; which Trick Flow does supply. Richard Holdener and Kaase have shown the Cleveland heads to be key to big power. Of course, 4 valve heads are the future

Very nice. Perfect for a Mach 1 or Cougar

Very good result with some great parts.

hey hi great post. just me saying I would put on the harmonic balancer then tighten the cover I have done that with out any leaks

Good engines. Taller heads and larger crank and bearings. Ever try a 1968 462 cub. in. to work on. Lincolns were the only ones that had those.

Bad ass I'm a Ford fan great job

Wow...This is nice. The only problem is the GM Cube Size. I love the 427 but have recently read an article about a Z351/429 Ninja made by Ford and raced in NHRA SS. I'm pretty sure it was close o 900HP+ to compete and it's already won quite a few outings. I do think though it was based more on the Nascar Head that Ford Racing approves! Either way I love these Windsor's.

Beautiful beautiful job

What a beast!

Just think what it would of been with Kaase P-38 heads.......

I assume there was more run time on that before he put the load to it. I would be interested in knowing what the oil temp, and water temp was. What oil these guys use, that type of thing. I know everyone has their opinions I would just like to see more engine shops who offer dyno videos to fill us in on some of the other important factors involved and why they do what they do.

I hope you tore the heads down checked everything out and then "just bolted" them on.. wouldn't be good not to check the valve seats, spring pressures, assembly, flatness of face, etc.... yes.....or am I wrong? I have some trick flo's .. Wondering about that, I would think right out of the box is iffy assembly ...

,,,,awesome build....632 ft. lbs. at 4900..... In my stang with a 3500 stall ,,,,when I unleash the trans brake ,,,power goes to 4.30 gears and screwed on 10.5 slicks........need to build a wheelie bar system......thanks.....

ATI Is pretty much the best in the business when it comes the dampers!

454 in your mustang the look on the faces of others priceless justsayin

aftermarket aluminum heads(all of them need to be checked out) sometimes the run out on the valve guide is so bad you can pour carb cleaner down the ports and they leak, also I noticed the intake runners appeared to be larger then the ports on the cylinder head proper port matching can give you 50 more ponies.

Way back in the 90s, Pop Hot Rodding built and tested a couple "long" rod Ford engines with very impressive dyno results. Made the point clearly, longer rods were worth more than longer strokes. It was stated the optimum rod/stroke ratio was thought to be 2.2:1. This would indicate a 302 should have a 6.6 in. custom rod. One would have to use the 351 block to get close to this ideal ratio. I don't believe the magazine ever tried to build an optimized long rod engine and it was always a disappointment to me. So how about an optimum rod Boss 302 in the near future?

What valve covers did you use? Did the stock 5.0-5.8l covers fit over the valve train or were they aftermarket?

Nice simple straightforward combination..

Did it sound rich ..or was it just me? Considering the 358 ci Ford FR9 makes 850hp, this engine could really use a dry sump system ..cause there's a lot of power yet to be found in this motor.

Just watched video again this evening. Is it possible you have the build sheet for this? I wrote down lots of things but not sure of valve springs used. Thanks much. Need to pull my built 460 BBF boat anchor out and put this baby in there asap.

Would love to see this redone with fuel injection and the Holley Hi-Ram intake.

Great build very impressive & I'm a Chevy Guy

I would have cut that excess gasket around the timing cover off . but that’s just me. Nice motor guys.

Torque specs are set based on the highest amount twist a fastener can withstand without damage .

Hot rod mag did an article on a 392 inch windsor that made 748 horse. I dont remember the torque.

Never ever use a torque wrench as a ratchet!!! Nice engine non the less👍🏽

I agree Steve Solo. A Callies or Moldex. Eagle crank is just cheap period. Ive seen brand new ones so far off you wonder how they even let it out the door.

I also used the super vic lol . We had to port match aswell lol, but tbh unless i wanted to do a complete custom job the super vic or air gap was my only choices with my msd ignition system.

You can convert your water pump drive pulley to a cog and belt 12vDC electric motor drive and an easily fabricated bracket, this way you have a constant efficient (water pump) RPM range regardless of engine speed.

The objection to "offshore" crankshafts is legitimate but like it or not price is a major factor for most people. The solution would be for American industry to become so efficient that the Chinese stuff is only slightly less expensive. I would certainly pay a few extra dollars for higher quality and American-made.

Man i had to order custom length p.r for my 434 . Played hell with the rockers and stud gurds . Seemed once the gurdles were tight it changed the clearance on the rockers.

i loved my Victor R - race manifold single plane it was killer !

Dam our set ups are so similar. I used a bg 950 lol. I used custom cnc machined 310cfm heads and special valves . I used a comp 294@50 with 112° sep . I used that exact distributor and dampener, i used the 8ct gold pan . I used a complete 4340 forged skatt 9000 kit with h beams b.d pistons . These big small blocks really kick some a$$ but cost a tone to build . I could have easily built 2 l.s's

I am reading that all LS engines use 10 head bolts like the small block Ford.

No windage tray..? that type of cash in that motor and you skip that ?? I would remove that baffle in the pan and use a DDS windage tray. but thats me.

would love to have one of theose engines. I'm curious why you wouldn't make an expensive engine like that fuel injected. Wouldn't it be safer to have a computer monitoring your engine?

That Canadian sounds healthy

Between 19:19 - 19:25. Engine didn't sound happy at all. ?? Kaase or CHI 3v heads would be awesome. TF hp good heads too. 2nd choice tho.

I need one of these.... How much.do they cost? Probably 40k + eh?

I cringed a bit when he picked the carburetor up off of the bench and set it directly on the intake without looking at the bottom. I used to work in a dyno room and was instructed to never set a carb flat on the work bench. There is a chance of some stray grease or silicone sealer and a nut or washer sticking to the bottom . A little bit of precaution keeps from having a disastrous outcome. A big empty coffee can is a good cheap place to set the carb. If it has fuel in it and you're working on it the fuel goes into the can, plus no chance of anything sticking to the throttle plates sitting on an open can.

What would it have cost you guys to weigh the total package. How much horse power per pound?

Did Ford make a 454 engine..? I have a 1986 F-250 I was told that it's got a.454 engine.. 60 something thousand miles.. How much do you think it's worth 🤔 ??? Can anyone please tell me...

With a MONSTER engine,how do you choose the camshaft specs? More duration on the exhaust side? 100* centers? I had a hell of a time with my 460 Ford engine with the cam choices. The wrong camshaft was chosen. That car is gone,now. But it was an error in the camshaft. The STOCK cam was a better choice,by far for that engine. My bad. You and me should have known. I was young and dumb. Learn from your mistakes please people. Large displacement engines need a LOT of duration,not so much lift beyond .400 "

Wrong way to index TDC. Should use the 'positive stop' method for absolute accuracy. You're welcome.

Why do top fuel and funny car and pro stock and NASCAR oil use roller lifters with needles?

Good video, is that Steven Wright the comedian holding the camera though?

Not telling you how to do your job but I have to ask when you want all you can get why would you work the motor so hard to get the numbers you want with a inline head. If you would have used a Yates C3 head you would have made more and worked the motor less. And there is no cost difference when the TFS requires all the special length push rods etc etc. VS the Yates heads.

No copper coat on the head gaskets? I'm using cometic and they saying I should copper coat them.

I cook positive gear will shatter and you'll be done at the racetrack or stuck on the highway but since it's a Ford I guess it's okay if you use that I would stick to a bronze gear and you'll have better performance to composite gear can handle the rev it up and coming down it shatters

What is the compression ratio? What type of fuel did you use?

What is the static compression of this engine, and what is the advertised intake duration of the cam?

This all great and good-but how much did this engine cost?

Great video Ford power forever baby

wish I had those heads in stead of the brodix on my stroker

i love how a 454 sbf puts out a ridiculous more amount of hp then gm's 454 big block lol

How hard would it be to put that motor in An ,05 Mustang GT?

632 Torque!? Jesus that thing is a monster

Thanks for letting

Very cool video

What size cam did you put in that 454.

It's a beautiful setup. Yes, I would prefer a different crank with all of the rest of the top line parts here. But($).Why...? If you are going to race this motor (as mentioned) you are going to rev this to its limits. I am hoping you will hit 700! I think it will be a little over.I am not a huge fan of CNC porting. I think there is a few more hp there. What header size (id) did you use? Was the rotating assembly balanced, flexplate and dampener? I throw everything on the balancer. You'd be surprised! If I was going to build a full Ford small block build it would be darn close to this! I am guessing you are using around 10:5.1compression for street use. At 14:1.1 you'd be in the 800+hp arena. For all you would-be builders, I recommend a book called The" Mathematics of a Race Engine"

i personally would only use double pumpers. even if i had an 2-4 barral carb!

Man this block went up 3k bucks since this video and not a thing has changed about it

Are those heads EFI compatible? The block and bottom end I assume can be used in either carby or EFI configurations, but the top end is another matter. I have a 302 Windsor I want to rebuild from stock, to street tough/sprint, hillclimb/time trial and some drag nights.

Correct me if am wrong, but a Windsor is a small block normally 302 or 351, i would not have thought you could bore and stroke such an engine up to 454ci.

Would that be a custom crank then... Or what?

How much did this motor cost in parts? Anyone have an educated guess?

Windsor motor? Still Ford. Although I don't own one right now, it is a damn good engine, especiall the 5.0.

Was that engine cold??? Please tell me it wasn't.

100 in longer valve? Soaking solid lifters all day?

I'll take one please> lol Wish I had the money for it.

I love Chevrolet at heart, but I call myself a Muscle car guy. Meaning if I see a good deal on a Ford or a Mopar, I'm going for it... don't quite understand why use Chevy Motors on Ford application. For instance look at this beautiful build Ford motor, who wouldn't want this baby in their Ford project 💪💪💪

Not quite sure if I'd do an install or display this unit in my living room?! My version of a Rembrandt on the wall. lol Call it HP decor. Ha!

Out of a 351 who would have thunk it lol nice job

I would have went with Brodix 15 degree head hunters . Flow over 400 at 800 lift and love nitrous

300000 she could have milled the heads were built the compression and he can get down closer to 16 or 17 thousand with a red kit to really be having something special

454 sounds Chevyish make it a 460 that sounds better!

Would be a good Dodge eater

with kasse c400 heads would make over 800hp.

does anyone know what the compression is on this beast

Would it fit in a 99 Crown Victoria ?

Ok when he stabbed dist it looks too be 180 off

Maybe I missed it. What was the compression ratio?

What is the total cost for this build?

anyone know the compression ratio of this engine?

Dam that's a big stroke but sounds RADICAL

What did that set up cost you in parts?

I guess you need to change the valve spring every 5 minutes?

Your intake manifold had heck in it?