Brent & Ben are my go to....always spot on.

Cool update. Would love to see 500 hp from this 302😁👍👍

Tunnel Port heads were very hard to find back in the 70’s when we ran them. We never did find a two four intake and no aftermarket in those days. First thing you do with any Ford 427 head is trash the hollow stem sodium filled exhaust valves. They were two piece and with a lot of seat valve spring pressure for a roller cam they are a high risk to drop a valve. We had 100% stock port and everything was Ford except the cam. No idea the horsepower. Ran 10.30’s at 129 in the 1/4 mile in a 1969 Mustang in 1975.. Only mod to car was narrowed rear end and of course required roll cage.

Hey Brent. Thank you for this. I have been building successful Ford street and race engines for nearly fifty years. As you intimated, many people get tangled up in the weeds regarding Ford engine oil system mods. Aftermarket blocks have improvements in these areas, among other improvements. Most aftermarket blocks now incorporate priority main oiling in engine series that originally did not have this feature as in 335 and most 385 series engines. The original 385 series Boss 429 did employ an improved oiling system not seen in other 385s. The Boss 429 also feeds oil to the upper valve train through rocker stands and not through pushrods. That engine still benefits from increased oil pressure, clearances and tolerances tailored to application, and like all other engines, the use of the proper weight and type of oil. In every case, for every engine, make certain the oil pump internals are within spec., and the entire pump housing is deburred in order to negate possible stress risers. I've seen a number of cracked pumps through the years, no matter the manufacturer. Also don't forget an efficient and secure pump pick-up assembly. One last thing. For most engines I've built, I've used fully grooved main bearings in most applications. The extra oil they supply to the crankshaft is greatly beneficial and not a detriment due to the forces generated at the crankshaft. This is true in most, but not every case. Allow Experienced engine builders such as Brent to call the shots here and with your other build specifics. Thank you again.

Hi Brent, on the Windsor engines you advise using the M68A oil pump, would that change depending on the pan used i.e. an aftermarket pan with say 7/8/9 quarts? Thanks Dave

Thanks

Brent,you rock!I really admire your approach to things. I’m curious if you ever relocated the dowel pins on sbf’s to clearance the intake valve a bit from the cylinder wall?

Solid advice from personal experience is hard to beat. You nailed the Cleveland problems and solutions perfectly ! 🏁

Don’t forget to check the oil drain back passages in the head and gasket match the ones in the block I’ve had 351w that had them 85% closed off!!!!! On edlebrock heads

I love your videos and wish your shop was closer to me. I have an FE oil supply question. I have a fe360 stroked to a 431 with trickflow heads and getting ready to install soon. Do you restrict the trickflow oil supply at the top? I did the plugs throughout the block and have a deep sump oil pan with new oil pump. Thanks in advance!!

Thanx for sharing Brent,great info

any oiling guidelines on bearing clearances? great video...

Here in Australia we had the cleveland for over a decade of factory supported circuit racing ,and one piece of data showed pretty clearly were a major issue lie, as the years went on, and larger, stickier tyres became available, the oiling problems got worse. Front sump in a falcon is an achillies heel from the get go. Start with the fanciest pan you can get.

Fun 🎉

I drill out main oil feeds and fit oil manifold in valley and plum into front external gallery plug with external pipe feeding into valley manifold and y feed into rear oil sender 10000rpm

The cast iron does look good

The cast iron paint looks good.

Way back in the 70s and 80s I had the opportunity to learn some helpful hints from one of Dick Trickle's pit crew for Cleveland oiling. The no 2 rod bearing seemed to be the worst problem area for that engine. Through their investigations they found that the crank oiling holes were drilled differently than say a SB Chev. They found that running fully grooved main bearings and a larger pan due to the oil retained in the top of the engine solved virtually all their problems. I'm told that the oil was not applied to the crank at the point of most combustion pressure and the flow to the rods was not sufficient. As you probably know Dick ran long races at fairly high rpm when he was circle track racing and swears this simple mod virtually eliminated any issues.

Years ago I drilled out the oil passage to the filter to 5/8", then polished the oil passages and rounded the corners in a 429 Ford oiling system. I used only a small carbide teardrop cutter and sandpaper rolls. The engine had instant oil pressure upon startup and held 60-65 psi when warmed up and running, and it increased with RPMs. Not really knowing about any other mods, it worked well enough for me at the time. I wish I had found you back then for more and better modification advice. Thank you for sharing this advice, I appreciate it!

What a great video! We are building a 385 series 460 for my Grandfather's old F-100. Any advice on a pump gas combo would be greatly appreciated!!

Always the best info here!

Thanks for sharing!

Great job!

Don't shoot me, but would you consider testing without the 2nd ring? Also gapping the top oil rail to equal to or greater than the second ring(if used). The bottom oil rail to spec.

Thanks Brent!

Every thing you need to know about Ford oiling.

165 % power.... 🤔🤔🤔🤔

Also, what diameter springs can you use. Can 1.550 be made to fit those with around 1.950 installed height?

How high of compression you going for?

Awesome!!! Can’t wait! 🇺🇸💪🏼

Looking forward to seeing what the lightweight rotating assembly will do, especially the throttle response.

500hp on the lightweight 255 crank sounds intriguing but extremely iffy! Looking forward to this build 😎

Sounds good small Cu In with alot of Horse Power and everyone thinks you can't get much out of the 302's 👍👍

Hey Brent, nice build. What is that lifter hold down trays.

Is that a reverse flow water pump Brent?

❤ JJJ ❤

500 hp out of gt40 heads? Very cool, interesting project.

Your cam should be compared to the stock cam. Drop in spring kit+ cam+ dual plane intake+ carb+ spacer = 350HP & 350TQ. The last explorer 302 I took apart was a zero deck specimen, and if the P chambers were closer to 62 (what is normal?) and not 65, you could probably skip the spacer and shut the hood. That without porting. Your carbureted version started at 258HP.

Amazing! My new hero!! :)

321hp

Wow excellent build and combination I'm sure it will put smiles on owners face

We had one in the early to mid 70’s. Ours was a 447 CI which was a 427 block and bore with a 428 crankshaft. TRW sold posting with the correct wrist location so it was budget. We had tunnel Port heads with a single four barrel. We never could locate a two four intake. We raced it in a stock 69 Mustang that was a original NHRA Super Stock car with a 428CJ. We never had a dyno so had no idea how much power it had. The car was set up with narrowed rear end 14” drag slicks. The only engine non Ford part was a roller cam. The car ran 10.30’s in the 1/4 mile at around 129 MPH. I know it didn’t have the power this one does but I’m guessing it was about 560 horsepower.

.043 Head gasket and .010 in the hole pistons = .053 Quench = Not good Maybe a thinner MLS head gasket for better Quench and more Compression Ratio?

Why 7,000rpm, why hydraulic cam? What a waste! Those ports are designed for 10,000rpm. You took a screaming race engine and turned it into a farm tractor. Imagine a new four bolt Dart block with siamese bores and a solid roller cam and 13:1 compression. You built a street version. Ford had planned two versions of the T.P., the street version was rated at 240hp @ 5000

285

Would C6AE R heads be too much for a street head reaching max RPM of 5500 for 428 PI engine?

How much was the block?

Before I retired from the USAF, I was a Master Instructor on flightline maintenance, teaching preflight, through flight, and post flight inspections as well as servicing, repairing, and phase inspections, etc. A life is in the hands of the person who does the preflight inspection and signs off that the aircraft is airworthy. Be safe, enjoy, and take your time in qualifying.

Brent, I have been watching your videos, learned alot and cannot wonder why you worry? You are a very thorough builder, and go alot further to blueprint a motor than most shops! You also stand behind your builds, makes you a great builder!

Cool video, It is always great to here back from customers to let you know how well your work is performing.😎👍