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We have some clown on our local street racing forums making some pretty outlandish claims about his 83’ Cougar with a 302 and 351.

Basically he persistently insisted that his 302 would rev all the way to 8000 rpm (later it was confirmed that he wired his tach as a V6, though he does not admit to it:rolleyes: ) despite the fact that he was running E7TE heads which flow 160/120 stock and even with a top dollar port job can’t flow enough to feed an 8000rpm 302.

When we finally started to call him on the BS, then 302 blew up. A few months later he came out with a 351. Now he is running the same heads with the additional porting and bigger valves (yeah like those heads flowed enough for the 8000rpm 302 before that!!!!:rolleyes: ). He has cited that the heads now flow 194 int 155 ex which is pretty much the absolute maximum E7TE heads can flow with a PROFESSIONAL port job and the motor now revs to 7000 rpm.

On a 302:

1) What kind of head flow would be required for an 8000rpm motor and does that indeed exceed the capabilities of ported E7TE heads?

2) Can the stock rotating assembly support 8000rpm, if not, what do you need?

3) What kind of valve train is required for 8000rpm, light weight valves, titanium retainers, fully rollerized rockers etc?

On a 351

1) At what rpm will peak power occur on 194/155 flowing heads?

2) He is running a stock truck cast iron intake manifold, can a 7000rpm motor run with this?

3) Again can a stock truck 351 rotating assembly live at 7000rpm?

Please help us finally shut this guy up! His mouth runs faster than his car which has so far only been able to keep up with stock Honda Civic’s and he’s just an embarrassment to the whole domestic crowd.

BTW

What is the MAXIMUM flow anyone can get out of E7TE castings and can you post some flow charts.
 
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We ran a HiPo 289 to 8000 but it was'nt anything you could run on the street..full roller rocker arm/cam, balanced/blueprinted w
crashbox toploader 4spd,2-4 Weind Tunnelram anyway it hit 11.99 and then retired.
 

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There's a thread here less than 2 weeks old titled "what would it take to spin to 8800" or something. Dig around for it.
 

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There is no way. Tell him to put it on a dyno and pull it for you... if it wasnt busted. BS all the way.
 

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With a good duration cam of 250+ @ .050, spring pressures at 140 lbs intalled. performance retainers and keepers, quality valves, blah...blah.... but the question of his heads reving to 8000 rpm ?? Hell yes!!! is the engine making power at 8K ?? maybe not!! but the heads with the 194 /155 and matched valvetraing components WILL rev to the 8000 mark!! We run ours to 7500 shift points all day!! Dont get confused with does it , to WILL it!! cause they WILL!!! Dont dis the guy cause he says they do... unless you have seen his combo, caues he CAN be doing 8000 on stock ported heads!! ( E7s) FYI.. it is MORE into the cam he is running to make the power from those ported heads... NOT the Flow of the heads !! It would Scare you what a Cam WILL allow with small port heads!! cool??

Just me..........................................

Thumper
 

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A 302 would need 260/265 CFM to reach peek power at aprox 8000 RPM and could produce aprox 535 HP.

Your buddy could be running up to 8000 if he has solid or solid rollers with stockish heads but it would be way past his peek power point.

What is needed to do 8000 on a 302 just depends on how many times you want to do it.
 

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My answer to guys who make outlandish claims like that: Don't try to argue with him about it, just say "Really?", then change the subject to something completely different (like, "have you tried that new KFC popcorn CHICKEN?"). That works best for mouthy people when you act like you aren't even interested in what he's saying...

:D
 

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My engine will pull to 8000 rpm...ONCE :D
 

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****ing race engines go to 8000 on the track. hes full. tell him to watch our replies/
 

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An engine with no load and no rpm limiter will rev until it's no longer making enough power to overcome frictional losses and the power required to move the air through the engine, or until something breaks. Guess what usually comes first. :D

Normally, power is dropping rapidly because the cam isn't designed to support high rpms, and frictional losses are increasing because of the load on components and the oiling system isn't keeping up so well (peak initial rpm and sustained max rpm aren't necessarily the same thing). So there is an upper limit that's usually higher than the motor can tolerate, so we put rev limiters on them.

Ask him what's special about his motor that allows him to do what few others are able to do with high buck race motors...
(Don't call him a fool - let him prove it for himself beyond a shadow of a doubt)
 

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ask him if you can drive it
 
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