If you're thinking of attacking an engine build for your project car, then the heads, camshaft, and intake choices are undoubtedly the most difficult. Unfortunately, Internet forums, bench racing with buddies, and word of mouth have long dictated which parts people buy. This month, we're going to show the components we picked for our 347ci stroker for our '93 LX coupe and tell you why.
Before, we were utilizing the 170cc Edelbrock E-Street aluminum cylinder heads, a camshaft equivalent to an FRPP E303, and an Edelbrock Performer RPM II intake manifold. The heads utilized 1.90-inch intake valves and 1.60-inch exhaust valves. The combination performed great with our 302ci short-block. Now, with 45 more cubes, we need some healthier heads, a more aggressive cam, and an intake to match.
We sent our Edelbrock E-Street...
We sent our Edelbrock E-Street cylinder heads to Ron Robart at Fox Lake Power Products. There, Robart put them in Fox Lake's CNC mill. You can send your heads in for the same treatment for $989. If you don't have cores to send in, you can purchase a pair already done for $1,499.
Ron Robart of Fox Lake Power Products has been porting Ford cylinder heads for 22 years, owning and operating his own business for 18 of those-he knows small-block Ford cylinder heads.
About a year ago, Robart and Fox Lake developed a CNC program for the Edelbrock E-Street heads-ideal for us. But the E-Street heads aren't the only ones that work for this program. "We developed this program specifically for the E-Street heads, but it will also work on the Performer RPM castings as well," says Robart. Since our castings were still good, we boxed them up and shipped them to Robart.
Our E-Street heads in stock form flowed 249 cfm at 0.600-inch lift. Robart's CNC program allows them to flow 300 cfm at the same lift. This represents peak flow, but the down-low numbers are very good as well. Since we didn't-and still don't-have a cam with more than 0.600-inch lift, the lower lift numbers are more important than the peak.
Fox Lake can provide castings for you, or you can send in yours. Either way, it's cheaper than buying a new set of CNC-ported heads from a cylinder head manufacturer. There are a number of pricing options ranging from $989 for porting your heads, to $1,499 to buy a pair outright with the same treatment. We opted for the cheaper route, and shipped some new valvetrain parts to Robart for assembly.
Edelbrock sent us a set of...
Edelbrock sent us a set of larger 2.02-inch intake valves for our cylinder heads. A set of eight intake valves ranges from $130 to $200, depending on quality, according to Ron Robart of Fox Lake. Since we had valvetrain issues, we opted to replace all of our valves to be safe.
With the heads sorted out, we then needed to decide which camshaft to use. Robart was there to help us. When you pick up the phone and call Fox Lake, Robart picks up the phone. With his knowledge and experience at our disposal, we discussed camshaft selection.
He poked and prodded, wanting to know what exactly we were trying to accomplish with the engine. We told him our car has an automatic transmission and street gears, so we want big mid-range power and we don't plan to exceed the factory rev limiter (6,250) by much. Being realistic in this department will most often get you more power than you expect and a car that is more fun to drive than one that makes 20 more hp at 6,500 rpm, but 20 less lb-ft of torque at 3,000-where the engine spends most of its time!
Armed with this info, he helped us select the Comp Cams XE282HR. The XE282HR (PN 35-522-8; $297.78) is from Comp's Xtreme Energy hydraulic-roller camshaft line, built specifically for the 302-based Windsor engine. A little less aggressive than Comp's stroker camshafts, it will be more compatible with our mild 2,800-stall torque converter and 3.73 gears. It features 0.565- and 0.574-inch lift (intake/exhaust), 232 and 240 degrees of duration (intake/exhaust) at 0.050-inch lift, and an operating range of 2,600 to 6,500 rpm.
Since Comp Cams is supplying...
Since Comp Cams is supplying us with the camshaft, we ordered the rest of our valvetrain components from there as well.
e went with a set of 1.460-inch...
e went with a set of 1.460-inch valvesprings (PN 977-16; $130.65), which are 0.210-inch larger than our previous ones.
Also required were spring...
Also required were spring seat cups (PN 4704-16; $39.28), retainers (PN 740-16; $54.51), and valve locks (PN 611-16; $23.19).
Robart also pointed us in the right direction when selecting the remainder of our valvetrain. We went with a larger/stiffer set of springs, larger rocker arm studs, and even upgraded the intake valves to 2.02 inches. Finally, an intake had to be chosen. Robart assured us that our Performer RPM II intake was capable of handling whatever the 347 could consume.
Before
Previously, our heads...
Before
Previously, our heads featured 170cc intake runners, 1.90-inch intake valves, and flowed 226 cfm at 0.600-inch lift.
After After they received...
After
After they received the Fox Lake treatment, they now sport 200cc runners, 2.02-inch valves, and flow 298 cfm at 0.600-inch lift.
Before
Fox Lake offers two...
Before
Fox Lake offers two different porting programs for the E-Street and Performer RPM castings. You can choose the 58cc as-cast combustion chambers or opt for the larger 65cc CNC-ported chambers. The ported-chamber version flows more air-25 cfm at 0.600-inch lift to be exact.
After
But if compression...
After
But if compression ratio is your thing, then the as-cast ports are for you. The as-cast version retails for $1,399, which is $100 less than the ported-chamber pair.
Before
Our new combustion...
Before
Our new combustion chambers combined with our short-block will bring our engine's static compression ratio to 10.5:1. Though the as-cast version would raise static compression, don't be fooled.
After
"When you flow more...
After
"When you flow more air, your dynamic compression goes up," says Ron Robart of Fox Lake Power Products. So he recommends the ported version.
Before
The CNC program worked...
Before
The CNC program worked wonders on our exhaust ports...
After
... going from 201...
After
... going from 201 cfm to 230 cfm on the flow bench.
Before
The intake ports,...
Before
The intake ports, though, is where they shine. Not only is the port volume now 200cc, but they now flow 298 cfm compared to 226 cfm in stock form.
After
"These heads are comparable...
After
"These heads are comparable to brand-name 205cc heads, but with a wider power band," says Robart.
Before
Along with larger...
Before
Along with larger valves, springs, and hardware, we also opted for larger rocker arm studs.
After
These 7/16-inch studs...
After
These 7/16-inch studs (PN 4506-16; $56.06) are stronger and more durable than our previous 3/8-inch studs.
So we shipped the lower intake to Fox Lake for Robart to port-match to our newly ported heads. He charges $150 for that service, and an additional $50 if you have a dual-plane manifold for a carbureted application. Port matching ensures that there is no mismatch between the intake, the intake gaskets and the ports in the heads. And this can be worth 10-20 hp depending on the application and the degree of mismatch. In our book, it is money well spent.
Check out the before and after photos of our heads, and follow along with the installation process. Check back next month as we put the finishing touches on our 347, install it, and run it on our DynoJet chassis dyno.
Before
We also sent the...
Before
We also sent the lower half of our Edelbrock Performer RPM II intake to Fox Lake.
After
It will port-match...
After
It will port-match your intake to match your heads for $150.
The rest of our top-end components...
The rest of our top-end components came from Comp Cams. Following Robart's guidance, we went with the XE282HR camshaft (PN 35-522-8; $297.78), 1.6 aluminum roller rockers (PN 1044-16; $326.30), hydraulic roller lifters (PN 851-16; $219.76), and a new timing chain set (PN 3230; $30.29).
The rocker arms feature an...
The rocker arms feature an aluminum design and are intended for 7/16-inch rocker arm studs.
The camshaft features 232/240...
The camshaft features 232/240 (intake/exhaust) degrees of duration at 0.050-inch lift, 0.565/0.574-inch lift, and a 112-degree lobe-center angle.
Comp Cams also sent us a set...
Comp Cams also sent us a set of hardened push rods (PN 7826-16; $33.92).
For our gasket set, we turned...
For our gasket set, we turned to Fel-Pro. This premium gasket set (PN 2816; about $350). It includes all performance gaskets including MLS head gaskets, rubber valve-cover gaskets, one-piece rubber oil-pan gasket, and everything else you need to assemble your engine except upper plenum gaskets.
Now we can begin to assemble...
Now we can begin to assemble the long-block. First we lube the camshaft journals with assembly lube and install. Included with our block was a cam retainer plate with two new bolts.
The timing set goes on ne...
The timing set goes on next.
Make sure the dots point toward...
Make sure the dots point toward each other when the engine is at top dead center.
We used a Comp Cams pushrod...
We used a Comp Cams pushrod length checker to determine correct pushrod length. The best way to do this is to install one of the cylinder heads with an old gasket (but correct thickness) and snug four outside head bolts. With a rocker arm on a stud and a lifter in place, adjust the checker until proper rocker arm placement is achieved. Remove the checker and measure.
The next step is to measure...
The next step is to measure piston-to-valve clearance. Set up a dial indicator to determine top dead center. Make a full revolution with a socket and ratchet attached to the crankshaft bolt to make sure the initial reading was correct.
Using modeling clay...
... fill the valve reliefs...
... fill the valve reliefs of the piston ...
... then install the head...
... then install the head gasket ...
... followed by a cylinder...
... followed by a cylinder head.
Install two solid roller lifters...
Install two solid roller lifters (or modified hydraulic lifters)...
... then install the lifter...
... then install the lifter retainers.
Hold them in place with the...
Hold them in place with the lifter hold-down...
... and install the pushr...
... and install the pushrods.
Next run the rocker arms snug...
Next run the rocker arms snug with your fingers and lock in place.
Slowly turn the engine over...
Slowly turn the engine over one full revolution.
Remove the cylinder head and...
Remove the cylinder head and cut through the clay at the center of the valve reliefs.
Remove the cut pieces.
Measure with a pair of ca...
Measure with a pair of calipers.
Proceed with installing the...
Proceed with installing the cylinder heads and torque to specs; then install the remainder of the valvetrain.