Racing improves the breed. It's a line that's both hopelessly cliché and devastatingly true. Let's examine the facts. Anytime a sanctioning body attempts to crack down on technological innovations, racers and engineers transcend these restrictions by refining an inherently rudimentary design beyond what anyone thought possible. For instance, when NASCAR banned overhead cams and roller valvetrains, teams responded with space-age cam lobe profiles, and incredibly lightweight yet durable valvetrain hardware that can now sustain 9,700-plus rpm with ease. For pushrod engines running flat-tappet lifters, it's a feat that's nothing short of astounding. Likewise, in the world of Outlaw 10.5 drag racing, limiting the maximum turbo compressor wheel diameter to 88mm has catapulted the power capacity of these huffers from 1,300 to nearly 1,700 hp in just a few short years. As a company that literally evolved with ultracompetitive late-model Mustang drag racing classes, Trick Flow knows all about working around rules restrictions. Its High-Port 240cc small-block Ford cylinder heads represent decades worth of refinements, culminating in intake ports that flow a stunning 343 cfm. Airflow figures like that beg the obvious question: Is it possible to crack the 700hp barrier in a pump-gas street motor with out-of-the-box cylinder heads? The answer is "hell yes" with another 31 bonus horsepower on top.

Background

This month's dyno finale marks the third installment of PHR's "Revenge of the Windsor" series. To recap, the first two stories covered the assembly of our stout yet lightweight 454ci short-block. With a horsepower target of 700, a stock 351 Windsor block just wouldn't cut it. Furthermore, taking full advantage of the Trick Flow cylinder heads while maintaining a street-friendly rpm range required maximizing displacement as much as possible. Since this engine is destined to party in a street-driven '67 Mustang that moonlights as a road racer, Ford Racing's new all-aluminum Z351 block served as the perfect foundation for our engine build. Checking in at just 110 pounds—which is nearly 100 pounds lighter than an iron block of similar strength—the Z351 block can accommodate maximum bore and stroke dimensions of 4.125 and 4.250 inches, respectively. Maxing out those generous cylinder dimensions is exactly what we did, netting a big-block–like displacement tally of 454 ci.

Accompanying the Z351 block is a 4.250-inch forged crankshaft and 6.300-inch H-beam rods from Eagle, and custom 11.0:1 JE pistons. Since feeding a hungry 454ci short-block through 240cc intake ports can prove challenging at high rpm, we had Judson Massingill at the School of Automotive Machinists spec out a custom COMP solid-roller camshaft for our Windsor. Although the 268/280-at-.050 duration and .768/.748-inch lift figures of our custom camshaft may cause the limp-wristed to faint, big-block–sized displacement calls for a big-block–sized cam. At the risk of spoiling our test results prematurely, our Windsor's horsepower peak checked in at a grandma-approved 6,700 rpm on the dyno.

High-Port Evolution

With the pivotal role cylinder heads play in the overall power production of an engine, racing classes often regulate the orientation of the valves very closely. In addition to banning modified valve angles, many sanctioning bodies mandate inline valvetrains to eliminate the airflow advantage that canted-valve cylinder heads provide. For small-block Ford racers, that means the popular Cleveland head swap is out of the question. Considering that Trick Flow is a company that literally evolved with the late-model Mustang market, it is all too familiar with working around these restrictions. As Mustang drag racing classes grew in popularity in the 1980s and 1990s, they demanded a set of class-legal inline cylinder heads for their Windsor small-blocks. Trick Flow responded with its original 192cc High-Port castings in 1989, which offered tremendous out-of-the-box performance from an as-cast port. Compared to a stock Windsor head, the Trick Flow High-Ports were based on fortified castings featuring a revised intake port entrance, thicker port walls and decks, modified valve spacing, and exhaust runners raised .750 inch.

The High-Ports proved their mettle on the track time and time again, but as racers pushed the limits of their engine combos more and more each season, Trick Flow continually revised their head castings to stay ahead of the curve. "When we originally introduced the High-Port heads, racers weren't running nearly as much boost as they are today. These days, guys are running 7.30s in the quarter-mile with these heads in drag radial classes," says Mike Downs of Trick Flow. "All that extra boost pushed the original castings beyond what they were designed for, so we have stiffened them up for extra rigidity over the years by thickening the decks as well as the area around the head boltholes."

Since racers are always looking for every last cfm of airflow, strengthening the head casting itself was merely part of the equation. "We eventually added CNC-machined combustion chambers to the High-Port 192 heads. As boost and displacement continued to increase, we developed new CNC-machined ports in 225 and 240cc configurations," Mike explains. For street/strip combos that aren't bound to a rulebook, Trick Flow offers a broad variety of its famous Twisted Wedge castings with intake ports ranging from 170 to 225 cc. Although the Twisted Wedge 225cc castings come within a few cfm of matching the larger High-Port 240cc heads in intake airflow department, the 343 cfm served up by the High-Ports is arguably more impressive considering their less-advantageous inline valve layout. Granted that our 454 won't see any time in a spec racing class, airflow is airflow, and it will reap the rewards of cylinder heads originally developed for spec racing for many years to come. Like a wise man once said, racing improves the breed.

BY THE NUMBERS
454ci Ford Windsor
Bore: 4.125 inches
Stroke: 4.250 inches
Displacement 454 ci
Compression ratio: 11.0:1
Camshaft: custom COMP solid roller
Valve lift: .768/.748 inch
Duration: 268/280 degrees at .050
Lobe separation angle: 112 degrees
Cam installed centerline: 108 degrees
Rocker and ratio: COMP 1.7:1
Timing set: COMP billet adjustable (PN 8138)
Lifters: COMP Race Elite .904 inch (PN 98835-16)
Pushrods: COMP 8.600-inch chrome-moly (PN 7906-16)
Piston rings: JE, .043, .043, 3mm
Piston ring gap: .24-inch top, .26-inch second
Piston: custom JE forged
Block: Ford Racing Z351 (PN M-6010-Z351)
Crankshaft: Eagle forged steel
Rods: Eagle 6.300 inches
Main journal diameter: 2.750 inches
Rod journal diameter: 2.100 inches
Bearings: Clevite H-series
Cylinder head: TFS 240cc High-Port (PN 5171T018-C02)
Intake port flow: 343 cfm at .700-inch lift
Exhaust port flow: 257 cfm at .700-inch lift
Chamber volume: 76 cc
Intake valve diameter: 2.100 inches
Exhaust valve diameter: 1.600 inches
Valve angle: 20 degrees
Valvesprings: TFS 1.55 inches
Spring retainers: TFS titanium
Head gasket: Fel-Pro MLS (PN Q1134SD4)
Intake manifold: Edelbrock Super Victor (PN 2924)
Carburetor: Quick Fuel 950 cfm (PN BDQ-950)
Header: Outlaw Motorsports custom 2-inch long-tube
Ignition: MSD
Damper: ATI
Water pump: Edelbrock (PN 8846)
Oil pan: Moroso road race (PN 20522)
Oil pump: Melling high-volume (PN M-83HV)
Fuel: 91-octane pump gas
Timing advance: 34 degrees total BTDC

On The Dyno 454ci Windsor
RPM: TQ: HP:
4,000 532 406
4,100 540 421
4,200 555 444
4,300 581 476
4,400 588 493
4,500 598 512
4,600 614 538
4,700 620 554
4,800 628 574
4,900 632 590
5,000 631 600
5,100 632 614
5,200 628 622
5,300 627 633
5,400 624 642
5,500 624 653
5,600 617 658
5,700 616 669
5,800 607 671
5,900 601 675
6,000 598 683
6,100 597 693
6,200 589 695
6,300 586 703
6,400 585 712
6,500 581 720
6,600 579 728
6,700 573 731
6,800 557 722
6,900 543 714
7,000 538 717

SOURCE
Moroso Performance Products
80 Carter Drive
Guilford
CT  06437
203-453-6571
http://www.moroso.com/
Edelbrock
2700 California St
Torrance
CA  90503
310-781-2222
http://www.edelbrock.com
Ford Racing Performance Parts
15021 Commerce Drive S
Suite 200
Dearborn
MI  48120
800-FOR-D788
http://www.fordracingparts.com
ARP
800-826-3045
http://www.arp-bolts.com
ATI Performance Products
6747 Whitestone Road
Baltimore
MD  21207
877-298-5039
http://www.atiracing.com
Trick Flow Specialties
1248 Southeast Avenue
Tallmadge
OH  44278
330-630-1555
http://www.trickflow.com
Outlaw Motorsports
800-924-1913
http://www.outlawMS.com
JE Pistons
15312 Connector Lane
Huntington Beach
CA  92649
714-898-9763
http://www.jepistons.com
Federal-Mogul
26555 Northwestern Hwy.
Southfield
MI  48034
248-354-7700
http://www.federal-mogul.com
Mahle/Clevite
888-255-1942
http://www.MahleMotorsports.com
Bob Earleywine Perf.
951-926-5775
http://www.BobEarlywinePerforman
ce.com
Quick Fuel Technology
129 Dishman Lane
Bowling Green
KY  42101
270-793-0900
http://www.quickfueltechnology.c
om
Manley Performance Products
1960 Swarthmore Avenue
Lakewood
NJ  08701
732-905-3366
http://www.manleyperformance.com
Eagle Crankshaft
662-796-7373
http://www.EagleRod.com
MSD Ignition
915-857-5200
http://www.msdignition.com
Comp Cams
3406 Democrat Road
Memphis
TN  38118
800-999-0853
http://www.compcams.com
AA Midwest/Enginequest
N/A
www.aamidwest.com
Summit Racing
Akron
OH
800-230-3030
330-630-0240
http://www.summitracing.com/
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