My dad was a hardcore Chevy guy in the 70s, but he decided to try a Ford for once because of Bob Glidden. So one day I was walking home from school and seen a 70 cougar sitting in the driveway with a q code 351 Cleveland 4V closed chambered heads. He was no longer a Chevy guy 😊

Remember Etta too guys. She was right there working with Bob the whole time. Then the kids. I lived in Greenwood as a kid and played with Bob's much younger cousin...all us used to play baseball in the schoolyard and such. He came and got me one day all excited so we ran over to his house. Bob and Etta were visiting and he had that amazing red white and blue Ford on the trailer and I immediately fell in love. With the car. Bob was awesome too we jumped up and checked it out close and he never told us to stop. Ya...Bob Glidden was the best race car driver of all time and I dont give a rats behind what anybody thinks about it.

There will never be another Bob Glidden...RIP

It's been a long time so excuse me if my numbers are off ok. Ford cleveland p/s motors had something like an 8 or 10 degree valve angle which allowed a high compression ratio with a piston that had a minimal dome. The motor also needed less ingition timing because of that, timing is negative work because it's effectively trying to stop the piston prior to reaching TDC. Look at a modern p/s engine today they all have similar valve angles and piston domes. Glidden was unquestionably brilliant but the ford was a better mouse trap to start with.

The thing that impressed me most about Bob Glidden was, even though he was an intense competitor the man always had time to talk and treat his fans like he Cared! I was always a Ford guy and my best buddy was a Chevy lover that always pulled For Bill Jenkins. We were walking through the pits at a race we came to the Jenkins pit it was roped off so you couldn't get with in 50 feet of the car and there was a person chasseing every body away. We walked on to were Bob was pitted and he just blende in like he was a regular guy.

way back in the 70s I bought a stock car engine from a guy who had recently been forced to stop running his 351C, many of the parts and machining had been done by Holman and Moody, the heads were heavily massaged, big custom valves, Roller Rockers, Studs, and Big Crower cam, I installed the beast into a 69 Mach 1 with a C6 and 4500 stall converter, 9 inch rear, narrowed and tubbed. The first day I pulled it out of my garage to take a short spin, pulled up to the highway and wham that motor spun up and I was wheels up down the road...right behind me a state trooper.....he asked if the car was street legal and I said yes, huge Carb poking up thru a hole where my scoop was supposed to be, had to build several custom oil pans with windage and trap doors and some other mods to keep it from pumping oil up, it sure was fun, Those heads were some custom-built one-offs I was told from the Holman and Moody Nascar shop, many custom parts, but she was a runner, the Engine block was Boss 351 and it also had received lots of work, Crank and rods were custom, shot peened and ground, balanced, everything was first-rate racing quality, Clevite bearings, Mellings oil pump, and custom drive shaft for distributor and oil pump, many parts extra....what I wouldnt give to have that engine today.

Great video. I'll never forget in the 90's driving from Nebraska to the cup race in Michigan, coming home we detoured to Gliddens shop on Monday morning. Bob was sitting in the parking lot with a parrot on his shoulder. He was sincerely blown away that we drove that far on a chance we could meet him. He was incredibly grateful, we were flabbergasted. Received the whole shop tour and autographs. Topped the trip off at his neighbors, the late CJ Rayburn. A friend was running his chassis at the time, both were great men.

I remember, back in the day , reading an article in Hot Rod or Car Craft about Glidden doing this. They stated that he furnace welded his ports and combustion chambers to change their shape to gain that little extra HP. Of course there were articles about the aluminum raised port exhaust plates, everyone was using them. All the top Pro Stock Ford racers, Glidden, Gap & Rouge, Nicholson, et all ran the Cleveland. It was a glorious time. I would sneak a car magazine into school and read it in between the pages of the book we were studying.

When NASCAR and NHRA had a rules package that resulted in the 351C being the engine of choice there was a lot of engineering done by the race teams. Glidden, Gapp & Roush, Wood Brothers, Hollman & Moody, etc. The Aussie guys were there too. Once the Americans had moved on from the Cleveland architecture the Aussies continued to work on it for years. Lots of different production heads ( Boss, 302C, Pantera, 2v , 4v, big chamber, small chamber) for different applications. Combined with different blocks, crankshafts, intake manifolds, pistons, connecting rods, exhaust manifolds the combinations and permutations grew and grew. Then the idea of pot plates was introduced to change the air flow characteristics for various uses. When the race team I was part of in the early 1990's decided to run a 351C in the NASCAR late model in order to be different we tracked down some of the guys who had raced the engine in the 70's. The rules required production parts; no race only blocks, heads, manifolds, etc. We were so outside the norm with what we were doing that it took us two years to develop an engine package that worked like we wanted. The benchmark was the Chevy that all but one other team ran; the exception was a Mopar. We broke a lot of rare and expensive parts. Once it was all developed we had a 358 cid, 14.5:1 Cleveland that would turn 7500rpm and live a whole season without a problem. I don't remember if we ever had an engine on a dyno but I would suspect it made power similar to the Chevy of the day. Learned a lot but got tired of destroying stuff every weekend, rebuilding and repairing during the week just to do it again. So I use that experience and knowledge to restore cars now. Still having fun with it.

I remember a story Bob's family member told me once. He said Bob was a work-o-holic and never stopped till Etta raised Hell with him. At lunch time, he and his crew would break at a Diner and Bob would order himself something on the menu. Then order the same thing for the rest of his crew. He said it saved time. That was Mr. Bob Glidden in a nut shell.

When I was in my early 20s back in 2000 I was at a fun ford weekend event in Stanton Michigan. Bill Glidden had his black super street mustang there that weekend I saw it in the pits in between rounds Bill was working on something under the hood I was up close to it trying to see thru the tinted passenger door window to see the inside of the car Bob Glidden walked up to me and I thought he was going to tell me to back up away from the car but he opened the door and said go ahead and get in so I climbed into the passenger seat just after I got in the car Bill fired up the engine and hit the throttle a few times really cool memory I just remembered while watching this video

Bob was a man ahead of his time and all his competition!Love the channel brother!!!

Wow, Bob Glidden was an engine master !!!! thank you for showing these great pics and videos !!!!

The more i read and research info on Bob the more he amazes me. How he understood how the heads worked and how they needed to work is beyond me. Very intelligent guy. Thanks for sharing again Dragboss. Your very unique ability to bring us this info is second to none!! Thanks Steve

We need to bring back Nostalgia pro stock. The greatest class ever ran specially when they had AHRA. I am a Oldsmobile man my self but bob is my hero

Here in the northwest at PIR in the late 70s (could have been early 80s) at the last national to ever take place there a local guy named Mike Garrett qualified #1 ahead of Glidden and also beat him in eliminations. The remarkable part is that Garrett was running a Cleveland as well and turning it damn near 12k rpm . He'd only get 2 passes out of a motor so he'd come to a race with a 6 pack of em.. the race was on the wide world of sports . I've been looking for it for years but haven't found it. This was a huge deal back then at least locally and the guy was considered a hero around these parts. Later in life I met Mike and started doing crankshafts for him. After he told me the story and showed me an ancient VHS tape of the race it all came back to me . I remembered going to this race with my dad when I was just a little kid. It's truly amazing what you can get when you're willing to buzz an engine that high and don't care if you're throwing parts at it.

Awesome. Glidden is my favorite driver. Love seeing what he did. Thanks for showing us this stuff.

thanks for posting this, I was a young man during the great Glidden family race era , and I got to see the family race many ,many times at Columbus raceway Springnationals. The thing that impressed me most about this man was that is that he was so simple in his basic approach to mechanical things. He began working on farm tractors and it ended with him being the greatest Pro Stock Champion of all time!!! This should give everybody hope for a greater end to where they are now. Bob Glidden is what I would call a great success story and will always be one of my greatest heroes for what he accomplished with what he had . And what he had was no formal education unlike Warren Johnson , who was a mechanical engineer or Bill Jenkins , who went to Cornell university. I believe this is the real reason WJ disliked Bob so much , because he was getting trounced his whole career by a" farm tractor mechanic" !!!! I began following pro stock drag racing when it blossomed from a super stock class called XSS by NHRA , meaning experimental superstock. This is the category of cars that made up this pro stock class when it started. I am from the York , Pa. area and watched Bill Jenkins regularly at York US 30 Dragway. Bill's car was the first successful pro stock car, followed by the dominance of Sox & Martin, Dick Landy, Bob Lambeck, Billy Stepp, Don Grotheer, Jack Werst, and later Dyno Don Nicholson, Gapp and Roush, Wally Booth, Maskin and Kanner, and on and on. To address why I believe Bob Glidden will forever be the greatest pro stock Champion in the history of the sport. You cannot look at his number of Championships alone as his accomplishments because what NHRA did to him to make the class competitive for the chevrolets was to keep adding weight to his cars so that they could compete. If you read the older copies of the pro stock rules in the nhra rulebook at that time , the rules state specifically that due to the "Unfair horsepower advantage" of the cleveland engine " the for racers are required to weigh in at a heavier level to make the class more competitive!!!!! If Bob's car had not ever been factored to weigh more than his competitors no one would have been able to beat him and there is no telling how many individual wins and championships he would have amassed in his career !!!!!!!!!!!! I am a diehard Mopar fan not a Ford fan ,but; watching what this man was able to do over his drag racing career, I became a great fan and follower !!!!! I honor this man's legacy and accomplishments and who Bob Glidden really is as an innovator , engine builder, driver, husband to his wife Etta, father to his sons Rusty, and Billy, and to the drag racing fans who had the privilege to see him in person and watch him race !!!!!!!!!!!!!!!!!!!! Bob Glidden will never be forgotten by the people who Knew who he really was !! THANK YOU Bob for the hard working example you set for all of us, may you rest in peace!!!!

Glidden NEVER used Nitrous Oxide. Everyone else was cheating except Bob and Warren Johnson. The dodge boys, Jerry Eckman most of the field in fact. His sons told him they were all cheating but Bob didn't believe him. So Rusty and Billy took his old probe put nitrous on it and qualified ahead of their dad. Tank was in the weight ballast bar the lines ran through the frame rail to the mid engine plate which was gun drilled. From there it went through the hood scoop mount with a small jet which would give 90 more horsepower. Its been about 30 years so I may have forgotten some details. Anyway after a few races Bob told the NHRA his sons car had nitrous and that most of the field was cheating. They "Tech" couldn't find the nitrous until they showed them how it was hidden.

Back in 1978 I worked at Precision Automotive and Machine Shop in Flint, Michigan, we would stay over after 5:00 P.M. when the store closed and we would build a lot of "Grenades", the boss Clint didn't mind and that's exactly what we would do is build our own H/C heads by building up the area you showed in the video, but it was all Chevy small block heads. I wouldn't say we pioneered it but that's what we did was heat up the Cast Iron heads before building up those areas. I won't try taking credit for something unless I know I'm responsible for it, good or bad. I could share some stories with you but I don't know how this internet works with exchanging addresses without everyone ending up with mine and making crank emails. I just subbed, left a thumbs up, and a tap on the bell, I enjoyed your show. Bobby.

I was a Grumpy fan in the 70's, and was feeling really down when Glidden started winning all the time. And then I got really depressed when Maskin-Kanners started winning with the AMC. The AMC got competitive when Maskin sectioned some cylinder heads lengthwise at two different heights, then brazed them together to make tall, raised ports. The creativity and hard work that it took to make power back then was colossal.

Bob Glidden was THE MAN. He took a big, boxy, thoroughly un-aerodynamic Ford Fairmont and made it run the 1/4 mile in 8 1/2 seconds at 160 mph, winning the World Championship in 1980! That's absolutely amazing. Thanks for shedding some light on why his car's were always so fast. 👍 👍

Love your show Bob glidden was my hero grownup as a kid. I remember in Seattle at SIR he’s son asked out my cousin lol.

Love all your Fun Ford Facts . This is quickly turning into my favorite Channel to listen to while I work.

Sure miss Bob...........He was a great guy, would always see him running around town as just an every day guy like you and me.

I saw Bob Glidden crash his car in Pomona. I think most were surprised how quickly he emerged from his car and with a towel, covered up the intake manifold. Since there was no fiberglass or anything to cover it, he was enthusiastically trying to shield it from onlookers. I was personally amazed he wasn't injured. He displayed more regard to hiding his intake system.

Wow that's some declassified Area 51 recon mission type info right there. And I've said it before, it took UTG to open my mind and I've now liked and subbed to this channel. Great job Tim ! Looking forward to more.

You are right about the cylinder heads making the power, the lower end is just a air pump.

This is such a great series and the work that you put into finding out all this information is amazing. I love that someone is excited about Cleveland heads and engines as I am!!!! Ok, you got me beat on this but I love what you are doing.

Already looking forward to what's next. Keep pumping them out!!

I was such a fan of Glidden as a kid. He was dominant, he drove a Ford, and he seemed like a really smart, and nice guy.

Yeah bob glidden was a legend in his own time. A true master of his craft. And always a good sport. Long live Bob Glidden 👍🏻🇺🇸😎

For the sake of comparison, your C3 heads have to be what is called a "Heart Shaped" chamber. The AFD heads you have, use what is known as a "Kidney Bean" shaped chamber. Over the years, it's been my experience that a Kidney Bean style offers more quench "area" (flat area above piston for better quench) with dual quench pads, for example: added torque and detonation suppression when running unleaded pump fuels. However a Heart Shaped chamber makes better power in race engines, as you are not compressing the mixture behind tbe plug. They also unshroud the valves better. Which style to use is application specific, depending on what you are doing with it. The chamber is just an extension of the port. Chamber shape is a critical part of making power. Hope this helps.

Definately great content here!! What I love about the Cleveland is just how much more superior it was to the small block Chevy. It made more power, even when comparing stock to stock...like a Boss 351 to the Chevy LT-1 350, it just murdered every small block that Chevy had back in the day. Bob Glidden was very keen to recognize it's hidden potential.....and in an era of no aftermarket heads or blocks no less!!. The small block Chevy engine is more popular, and always will be, but from a design standpoint, the Cleveland is worlds ahead of it!!

the people that are into these old school drag heads are wanting to use this info for todays street cars !

Always been a Chevy guy with the exception of the Cleveland, it's always been a favorite of mine

Dude, your work is amazing! I love vintage ProStock... I would love to see a vintage ProStock class based around the early rules!

These videos are great. Thanks for putting it together. Not enough quality Cleveland content on KZfaq until lately. Cheers from Australia

I had 351Cs in the late 80s when I started restoring Mustangs. I have learned a great deal watching your channel. If I ever get another car, it will have another 351C and I am going to use what you've taught me to make it RUN!!! Thank you!

Bob was my hero. I meet him and his wife years ago. When I was building Clevelands I was stuffing molding clay in the combustion chamber to get my piston to valve clearance. Old school baby..

Lee Shepard heated and welded the L88 heads, Aluminum welding rods, Nice guy as well. Bob and his wife were hard working and smart!

I love how the nostalgia stuff is coming back and in many ways guys are starting their own classes ims seeing more and more around here. A bit out of my price range but my car is set up like a mid 70's super stock car. Which isn't as cool because it just looks like an average muscle car but the parts and lots of the work and tricks are true to period. I have seen your videos and you got some cool shit. Great content.

I'm tuning in for the first time , this is amazing, I'm doing heads for my buddies 4.6liter ford , procharger , we are after 2500hp and will achieve it . I am a pro nitrous dragbike guy , my head I built myself. Literally built myself, big block of 7075 , 12 valve 8 plug , I went 6.58 with a single system small jets , my combustion chamber is same concept, pinch the combustion at the plugs , raise the stacks tunnel the air fuel across dimples to 2 large intake valves and out 1 large exhaust valve, I've used the same pinch concept on these car heads and I raised the intake ports and I pushed the plugs a little higher in the combustion chamber, the pinched combustion is right on track ,im impressed with this channel already , I'm excited to see more , I'll drop pics to this channel for you to see I'm doing a lot of what you are talking about and its awesome seeing others doing some of the same stuff , very cool

I don't know how I stumbled upon this channel, but I sure am glad I did! Great stuff! I could talk about this for days!

Jon Kasse was modifying heads like these in the early 70's in Cleveland. He went to work with Dyno Don and the rest is history.

Very interested here, thanks for doing this. I bought a 65 fastback in 1975 and a short while latter acquired a complete 351CJ 4 bolt main engine. Of course I was also a devoted Glidden fan, even met him a couple times. My plans were to make that 65 into a Pro Street machine. Being just a kid who barely had any mechanical knowledge and no money that project never got off the ground. After all these years I still have the car and engine, but have the mechanical experience and means to do it this time.

I remember watching Bob at Brainerd with a friend, who was a Chevy guy. Bob and Lee Sheperd were tearing through the rounds and it looked like we were going to get a Ford vs Chevy final. Then Bob red lighted in the quarters or semis. I ended up buying the beer that night.

I, appreciate you, Dragboss! Keep the uploads, coming!

Awesome 💪🏼🏁 , Just luv the oem old school Clevo stuff. Whoever can rework the original go-fast parts & make the most HP is king 👑 🏁...... expensive aftermarket goodies is almost too easy nowadays 🤷🏼‍♂️

Love your work mate Great watching you in action Love your enthusiasm

My boss milled a bunch of material off the exhaust side of those heads and made a piece of aluminum and bolted it in place with allen bolts to recurve the exhaust to flow straight out instead of down filled some of the intake with putty that hardend and recurved the intake plus other things , run stack injection, chevy rods .made 750 hp. On the dyno, i saw the sheets !!

Glidden took so many secrets to the grave. Changing immediately with the rules gave him his biggest edge. I talked with him once in '88, he was buttoning up his probe. Told him I recently drove through Whiteland, he said "You did?" Came over and talked to me like he'd known me all his life. I became one of his biggest fans.

A guy here in Australia told me years ago that Chamber work similar to what your showing was good for 50-60 hp alone on a flow bench.So imagine what the correct piston,cam and intake could do plus......the torque increase. Cheers from Oz

just subed sir, love drag racing and the history that comes with it, im in the uk and although its not as big here we too have lots of history, im 53 and been going to the dragd since I was 10 years old and got addicted to it, thanks for sharing .

Awesome video! Love seeing the old pro stock stuff

I was always curious to What Glidden did for his combustion Chambers... he was waaay ahead of his time...and a Great Engine Developer... Thanks Tim for all the Cool info...👍👍👊🇺🇸🇺🇸

Love Bob and his family, a true gentleman at the drag strip.

Bob Glidden had heard from Ulrey brothers also from Indiana that the 352 FE hi po head chamber really worked well on the FE. This is pre 427. The brothers ran a White 61 or 62 galaxie. Mike Ulrey showed me the pictures of it when telling the story. I would bet Bob being the smart guy he is researched the chamber as to why it worked better. Bob took that to the next level. It helps the air flow around the seat/valve when shaped. I also remember Bob talking in a small restaurant in WI about how he was making the 429 wedge heads work better than the Boss 429 heads. I remembered it well because my mind 🤯. Bob's greatest asset was not his wallet. It was his relentless drive and work ethic. Through hard work. He would find a small improvement on something. Then putting a few of them together making large gains. I watched him drill a hole in his four link mount at the track that crossed into the adjoining holes! Just so the car would hook up a bit better. When other racer's would have picked one hole or the other. Making the revised mount next race. That's what made him a legend. His Plymouth Arrow and why he made that car was funny.

Because of the drag racers around 1967 I put an HVAC duct box on the hood of my 1963 Plymouth Valiant for more air, I was 16. Then I built a sheet metal and tubing manifold for a 1969 Triumph Spitfire to run a two barrel Carter ( I think ) because the SU's were toast and it bogged until 4000 and then took off like a scared rabbit, that was about 1975. Still doing weird shit to this day with a 5.0 1970 MGBGT Widebody. Thanks Bob and you DragBoss.

Oh my god this is so interesting stuff! I understand all that work perfectly. I’ve always been kinda like that type of a guy myself. I like to test and tinker, I’ve never been a “bolt-on” type of a dude, and those “bolt-on” dudes don’t like me at all! 😁😂 Bob is a hero to me.

Can't wait to find out about Cleveland oiling

I have a 1971 351c cj i have had it since 1990 its supoosed to be a low mile engine it came out of a wrecked cop car that was wrecked in 72 and the motor was stored ever since but being a kid i had to tear it down to do a overhaul and the project got side lined and in the core of all the years and all the moving i somehow lost the pistons and connecting rods but no big deal i plan now to finish it one for all time so i plan on getting a set of H beam rods and new everthing else then stuff it in my 79 capri rs or my 69 Cougar xr7 but your channels has revived my enthusiasm for the project

Subscribed...I was aware of this; glad it's been investigated, studied up when I built a 377CI Clevor back in the mid 90's...SVO351 block, trick Australian 3v heads, 14:1 comp, huge SVO intake! Can't wait to follow the build!

I've seen tubing embedded in the hood focused above the carbs , the tubing had holes drilled in it ..this was in the mid 70's , guys would jury rig the radiator with tubing leading to the base plate of the carb..the contents inside the line was alcohol.. this served as a anti detonation.

This is so cool to see!

Thanks for the information. I love Bob Glidden. He was a great asset.

Back in my racing days, 80's-early 90's the Cleveland was my choice of motors. It is true they are more expensive to build, but if done right you have a beast of a motor. Thank you Bob for all your insight about the 351 Cleveland. RIP

To be honest I am a chevy guy thru and thru but I am an engine guy and I am 46 so you are talking about racers I've either watched growing up or seen in person when I was old enough to go to Beach Bend in Bowling Green Ky. Point is that regardless of ford or whoever engine anything got my attention. The fact it helps explain what they were doing with them when I watched them is all a big bonus!

Hey Tim enjoyed your video,I like others as you were rolling back the years,thought too it would be good to have a class of racing,i know pro stock in australia in the mid to late eighties the ford guys were using clevelands with a3 and c302b heads,good times,maybe some aussie guys would know more about it

Very cool topic, I've always been Mopar but I can appreciate the information you provide on this video. Keep up the good work!

I have always been a small block Pro-Stock fan. I remember an article (I think it was in a Popular Hot Roding "engines" special edition) that talked about the Gapp and Rousch 351C pro stock engine making 702 HP (2 horsepower per cubic inch). The article had all kinds of Cleveland tips and tricks, oil system, dome shapes, hi port plates etc.,etc. It was a totally awesome article.

Bob One of the true ford guys That will be missed and is missed

Radiusing The Valve Seat .500... ✅ Is also One of the Biggest Improvement's

Im building a 351C right now with Open Chamber 4V heads and im going to use Trick Flows EFI Upper and Lower intake. Ive never seen anyone do a full 351C EFI and test it. Idk if Im putting it in my '80 Fairmont or 86 'Thunderbird but I love your channel. Keep it up!!

I just watched a few vintage races on YT, I knew Glidden won Championships but I didn't know he was THAT dominant. I'm glad you stumbled across his secret and made a video.

Lovin the channel drag boss

Great video.Something that doesn't get mentioned anymore is that Glidden couldn't get the sponsorship he wanted from Ford for the '77 season (if I'm not mistaken of the year) so he switched to a small block Plymouth Arrow and won the championship in it.Can you imagine the short term R&D to accomplish that ? After they pooped their pants,Ford gave Bob a great deal for the next season !

I watched an interview with him and Brock Yates back in 1985....... it was a cool interview you seen the whole family just working away.......... I could only wish I was there at that time watching that guy work away.....amZing

That is amazing 40+ years ago. No computers and super flow machines and electronics Just true HP from what THEY could do !!! It is awesome to see that. Thanks for the video

There was a guy up in Canada I think in the late 70s named Dieters he had a 70 cougar with a 351 Cleveland modified. For the longest time he was undefeated in the street racing did finally took a big block 396 Chevy to shut him down and that was only cuz deiters missed a gear

They kinda remind me of the shape of the Trickflow Twisted Wedge 225R's from TEA. Which are called a wedge head 15* intake and 17* exhaust valves. Obviously these are a step up, but I see similarities

Thanks for the AWESOME history about the man and insight tim. Was good.

I love the Cleveland as well! I’d also like to see the other engines from that time period. I might be able to help a little with that!

Even though it's a lot of work and money, you should put the pro stock heads on your old motor and put it back in your car to see how fast it goes. 🧐👍🍻

His intakes were a Huge Secret as well. He was known to keep them covered at all times and all cost to keep eyes off of them.

Hey tim. Watching from newzealand.have never heard of bob glidden before until watching your vids.have been doing a bit of research on him,seems he is an absalute ledgend in pro stock and building clevelands. Cant wait to see one of your engines with some of those heads and manifold on the dyno to see what she can do. Keep the vids going man loving it. Cant help but notice the Huff T shirt in the background. Loving that too theres not many of us huffs around the world

Wow! They say that you learn something new every day! Thanks dude, I did totally learn something, and it's my favorite topic. "Cleveland heads "

Can you show the chambers of the old pro stock heads you have? Love the info

The natural order of things is The chevys are faster than any ford. So when a ford wins a race he must be cheating. In an interview with glidden,he claimed at every race NHRA Would force him to add weight to this car. But you've finally got my attention.ive searched for years for gliddens secrets. Keep up the great work.

I loved when they cut off the exhaust side of the head completely and put a plate in ported to move the exhaust up from the stock location so the 4v head could actually flow. I think that may have had more to do with it than modifying the port area... but I could be wrong. Back in the 90s when I was still bracket racing I saw a ford ranger with a Glidden cleveland engine mounted in the bed... knew it instantly from the cut off exhaust and it was confirmed by the owner. Very cool tech ideas to overcome the few limitations that engine had from the factory.

I think part of the reason we have seen such a massive jump in power output over the past 20 years is because the internet has created an avenue for people like Glidden to share their knowledge and skills and to learn from others as well. It's a lot easier to make progress when you know for certain that doing this works but do that doesn't. Something that Glidden and people like him had to figure out on their own a lot of times.

last time i checked quench / squish had to do with the distance at tdc between the top of the piston and the non chamber area of the head. get that number tight to .018 ish and then detonation doesn't really exist, pour the timing and coals to it as you will. but ? the epa then becomes concerned about NOX..... nuff said... enjoy all....

High swirl combustion chambers and tight squish and quench is the key to power. The modern heads from all OEMs have really efficient chambers to reduce emissions and improve power. The Pro Stock and Nascar stuff from back in the day was phenominal.

I am going to watch all your stuff again, as one learns a little bit, an important bit; with another viewing. Your stating correctly, that this all is going back in time, is true. An engine few seem to value, but that depends where you go! I hope we all got good fuel, to make it happen. Nice work as always.

I saw Bob Glidden race his Fairmont at the Winstons at Cayuga Dragway and had the pleasure of talking with him.

Have you seen the wreck Glidden got into, he gets out of the car first thing he does is take his jacket off and covered up the engine, He didn't want people to see the intake

I have been trying to research this online and the information is really scattered. What years were the Clevelands used in Pro Stock and NASCAR? How did they do each year and what was the competition? It would be cool to see the engine rules and vehicle weight too. If the NHRA and NASCAR would make the historic information more readily available, interest would grow. Likewise I live in Concord, NC which is the home of Z-Max Dragway. When you watch a Pro Stock race, at the track or on TV, there is no information on the engines and the rules. Fans want to know. It makes things more interesting for motorheads.

Great video!, I managed machining/engine build for a major Nascar Team(Roush), you are correct, you cylinder heads are your first source to gain "hp", followed by your intake. I've machined/built engines/dyno endless motors, it's all about your "heads".

Fords intended of use the canted valves Cleveland heads, and then chamber modifications were all getting that flame front in the middle of the piston so your burn was more complete, longer rod motors help keep the piston at the top of the bore longer for better dwell time, helps extend the burn time for more power in two valve arrangements. Without going to a hemispherical piston arrangement, you can still make some interesting power figures with the Cleveland engines. N351 heads were quite popular with road racing, obviously no canted valve arrangement for WIndsor style application, but all the other stuff is there for high flow numbers, flame path etc...

Hey Tim great channel, is there anyway you could make a spec sheet of the specs on these cleveland pro stock engines. Thanks