When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Well it all started with a few oil leaks....decided to check the compression since I had the most everything but the short block apart and found it was pretty low. I had a spare shortblock that I originally started building for my mustang that is going into service in the truck now. It has stock crank, full float rods and flat top pistons. The cam is being swapped for the comp 35-255-5 to keep everything SD friendly. So the question is how far can I go on the stock SD system? The E7 heads need more work than they are worth so I'm looking at a set of edelbrock e street heads (hoping the aluminum will also help with the fact that it's going to have a fairly high compression ratio for a truck), shorty headers and possibly the edelbrock truck intake if I can afford it. Will this fly? Will I need an adjustable FPR? I am very mechanically inclined but this is my first time building a SD motor. I do have a local shop that does a lot of foxbody tuning so I'm sure they can work out a dyno tune in the truck if needed.
thanks
Any kind of aftermarket head is going too far without tuning, or hacking stuff on like an adjustable FPR. The local shop might be able to tune your truck, but it's not a given.
I think you'll be over the 19lb/hr injectors capabilities (~300hp) with good aftermarket heads and a good intake, even with a mild cam. My understanding is that the SD system can run higher power if there's a stock-like vacuum response (ie mild cam), however you would need tuning to accomodate an increased injector size, something like Moates Quarter Horse. A MAF swap may not be a bad idea either.
That said, I'm running select Ford castings in a 96' F150, little different beast with MAF & OBDII, so I'm not the expert on SD based builds. I picked parts so I wouldn't quite have to go to custom tuning..
Looks like tuning it is then, it's only money right?
If you have it available to spend on such a project, then absolutely. Tomorrow isn't promised and you can't take money with you.
Keep us posted in the build. Not too many on here go beyond gt40 heads/intake/mild cam/LT headers. I'm interested to see how aftermarket heads pan out and what tuning is needed.
Just somethings that came to mind: I'd be careful "hoping" for pump gas compatibility by using alloy heads with flat tops. Make sure you do some homework in regards to piston deck height, combustion chamber volume, and choosing a head gasket to achieve proper squish for quench, all while keeping the compression ratio in check. What volume CC are on those Edelbrock heads? What's the intake and exhaust runner volume? What sort of power curve are you looking for (low end torque vs top end)? Are those heads a good pick for such goals? Same for the intake, is that a car style or truck style intake?
If you have it available to spend on such a project, then absolutely. Tomorrow isn't promised and you can't take money with you.
Keep us posted in the build. Not too many on here go beyond gt40 heads/intake/mild cam/LT headers. I'm interested to see how aftermarket heads pan out and what tuning is needed.
Just somethings that came to mind: I'd be careful "hoping" for pump gas compatibility by using alloy heads with flat tops. Make sure you do some homework in regards to piston deck height, combustion chamber volume, and choosing a head gasket to achieve proper squish for quench, all while keeping the compression ratio in check. What volume CC are on those Edelbrock heads? What's the intake and exhaust runner volume? What sort of power curve are you looking for (low end torque vs top end)? Are those heads a good pick for such goals? Same for the intake, is that a car style or truck style intake?
I will definitely keep the build updated. The heads are 60cc. Running the numbers it comes out to 10.3 static, 8.7 dynamic when you factor in the cam. I'm slowly collecting parts to gear it down some as well to help take some load off the engine. I've always run 91 in it anyway but we will see what I can get away with timing wise. Worst case if it is too much I'll look into some 64cc heads or dished pistons. Runners are 170 intake, 60 exhaust and it is the truck style intake.
There isn't any real proof aluminum vs iron prevents detonation. Iron vs aluminum head test and that was done at 10.8 to 1 compression.
But, what I would worry about I'd the dcr being over 8 to 1, that's up there if you don't have your quench just right and all your ducks in a row. Especially, in a heavy truck that may be hauling a load. I'd look for some heads with bigger chambers to bring it down a bit closer to the mid 7s.
There isn't any real proof aluminum vs iron prevents detonation. Iron vs aluminum head test and that was done at 10.8 to 1 compression.
But, what I would worry about I'd the dcr being over 8 to 1, that's up there if you don't have your quench just right and all your ducks in a row. Especially, in a heavy truck that may be hauling a load. I'd look for some heads with bigger chambers to bring it down a bit closer to the mid 7s.
Figured I'd do a little update here. Things are starting to go together. Picked up a pair of RHS 180 heads with 64cc chambers, got the cam installed. Just waiting on the rockers to get here so I can measure for pushrods and get the valvetrain dialed in.
by the way if anyone is looking the RHS heads are an excellent out of the box cast head. Very clean castings.
Also gathered up some parts to swap to MAF. Just need to track down a good ecm and build the harness.
I have a similar build on the 97 in my sig. I've done many a gt40/p builds over the years for trucks, all of which i never had trouble with high compression of 8.5ish dcr as the target. I couldn't get the 97 to run with any timing to speak of, despite actually having a lesser dcr than my 89 (my 89, way back when I built the engine, has a stupid high compression ratio because I did the math for "stock" pistons, when I actually had flat tops, which 10 years ago when I was putting it together, assumed were stock. It wasn't until later that I realized it was substantially higher).
My quench is tight on the 97, ~.030 with a dynamic cr somewhere in the low 8's and no matter what I did I couldn't put any timing in it and keep it from pinging under load. Wideband confirmed that it was very lean with stock fueling. The heads flow so much better than the factory options that I've used in the past, that cylinder pressure is much higher. I eventually put 460 computer and 24# injectors in, and it does lay rubber through first if I mash it from a dig. Brutal setup for a small block. I will get a tunable setup, but the truck is a tinker toy as I have no real use for it, so I'll get around to it when I get around to it.
In a nutshell, start planning and collecting for a tunable setup. And, you're gonna love it.
Well most of it is together now, just need to pick out some valve covers that will clear the rockers. Dont mind the mess in the background, borrowing space in my neighbors barn.
Scored a deal on a used edelbrock upper and bbk 56mm throttle body.
Need to drag out the blaster and get them cleaned up.
I have a similar build on the 97 in my sig. I've done many a gt40/p builds over the years for trucks, all of which i never had trouble with high compression of 8.5ish dcr as the target. I couldn't get the 97 to run with any timing to speak of, despite actually having a lesser dcr than my 89 (my 89, way back when I built the engine, has a stupid high compression ratio because I did the math for "stock" pistons, when I actually had flat tops, which 10 years ago when I was putting it together, assumed were stock. It wasn't until later that I realized it was substantially higher).
My quench is tight on the 97, ~.030 with a dynamic cr somewhere in the low 8's and no matter what I did I couldn't put any timing in it and keep it from pinging under load. Wideband confirmed that it was very lean with stock fueling. The heads flow so much better than the factory options that I've used in the past, that cylinder pressure is much higher. I eventually put 460 computer and 24# injectors in, and it does lay rubber through first if I mash it from a dig. Brutal setup for a small block. I will get a tunable setup, but the truck is a tinker toy as I have no real use for it, so I'll get around to it when I get around to it.
In a nutshell, start planning and collecting for a tunable setup. And, you're gonna love it.
I believe I've seen it pop up in a few threads about the 460 and 24s. How do you like that setup compared to a MAF.
It actually works great, but it's not worth spending any real money on, considering mass air can be had for a few hundo. I've gotten a bunch of computers and injectors out of junkyards (or previous builds for injectors) for vehicles I don't drive daily. The 460 factory redline is low, and the small block with healthy heads wants to rev right past it. Idle is rich, not pig rich but it isn't the 18+:1 on the wideband that I see with proper calibration. Wouldn't want to drive a couple hundred thousand miles worth of use with the setup.. Regular cruise and wot it runs great otherwise.
Nothing supplements a tune, but the 24# 460 comp combo when found cheap makes for a good weekend warrior. My 89 spends all of its time in the woods, so the combo works well. The 97 is a total tinker toy, a cheap way to satisfy my need to build. I'll tune it, but for now the 460 comp and inj is a safe way to blast around.
This Hennessey Takes the Expedition Tremor's Off-Roading Capability to the Next Level
Slideshow: The VelociRaptor Expedition gains a lift, upgraded suspension, Brembo brakes, and trail-ready equipment while retaining the stock 440-horsepower EcoBoost V6.
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
