I have an 85 302 stock bottom end. Hyperutectic pistons, bored .030 over. 306. Cam is Crane part #363841: Solid flat tappet, duration is 238/248 at .050 lift. 512/533 lift. Scorpion roller rockers 1.6 ratio. Heads are Windsor Jr. irons with 1.94/1.60 stainless steel Manley valves. Heads were out of the box, no work done. Don't know the cc's for these. Edelbrock performer RPM dual-plane intake. Demon 650 carb with mech. secondaries, 1/2" spacer. K&N air cleaner w/xtreme lid. Holley mech. fuel pump.

Dynod at 253 max HP and 275 max TQ rear wheels.

Rebuilt T-5 5spd., steel input shaft, aftermarket Ford Motorsport heavy duty clutch assembly. Adjustable clutch linkage. Hurst short throw shifter. Aluminum d-shaft. Kenny Brown subframe connectors. 8.8 rear with 3.55's. stock axles. Trick flow girdle support. Polyurethane motor and trans mount. BBK 1 5/8" long tubes, 2.5" h-pipe w/ flowmasters. Underdrive pulleys, Edelbrock water pump. Compression at 9.75 - 1.

Anyone know what I can do to get more power without NOS or blower???? Heads, intake combo with same cam??? If so, what approx. HP gains. This combo sound right for the power output???

Thanks,
Don.

Sounds a bit weak for the great combo of parts you have there.
What kind of ignition are you using?

I would probably go with a set of TFSs or AFR heads, probably worth 30+ hp with that combo.

The CAM sounds like a good choice, it is a very streetable cam with a fair idle and decent lift.

I'm using MSD distributor and MSD blaster 2 coil, and MSD 6AL.

Wat is the compression ratio. The Windsor JR's are 58cc nominal, and most hyper pistons tend to be a low comp ratio with a dish. Find out the pistion number and the advertised comp ratio for the 60cc head that they normally advertise. I'm guessing the ratio is low. What do you have the valve lash set at? Is it possible the valve lash is not adjusted correctly and causing a loss. The numbers should be higher with the parts combo you have.
Don't forget to add 20-25% for driveline loss to get your flywheel numbers.

Porting your heads and putting a torker intake (port matched) will free up a good 20-50hp (depending on the stage of porting.


Tom...www.tkmotion.com...14 NHRA Records... Porting...Flowbench....Making the fastest cars Faster.....

Valve lash is set at .020" engine off and cold. Tried .022" and obvious ticking when set this way. Not sure what number pistons are because engine shop built this for me. Might be able to find this in engine sheet he gave me. Would having timing advanced too high without hearing pinging, say 18-20 degrees, hurt power?

Check out this link:
http://dab7.cranecams.com/SpecCard/D...1=Display+Card
The valve lash should be set to .022" HOT. The difference between temps will cause the clack you hear when they are set cold.
The amount of ign timing you can run is a function of cylinder pressures and flame travel. It is possible to run 18 to 20 degrees without ping, but that might not be what the engine likes. It should be adjusted until it responds/pulls better. The windsor jr is not as efficient a head as the windsor sr is, and therefore does not like as much timing.
Readjust the valves and see what happens.

Just to make sure I understand you correctly. I should adjust the valves at .022" hot, which means after running the car at operating temp, shut off and do the valves. Correct? Like I said, I have them set at .020" cold right now and sounds good. Let me know. Thanks for your help thus far! I appreciate the honesty. Very helpful.

When the valves are adjusted cold, the internals have not expanded yet. Once everything expands due to heat, the clearances will close up. When this happens, the valve lash you have just set changes, and it will sound quiet. The problem is the loss in clearance can cause the valves to stay off their seat and there goes your cylinder pressure. Loss of cylinder pressure means loss of power. Valvetrain noise is unavoidable with soild lifters, and you will not get rid of all of it. Adjust the valves to .022" like Crane specs say and make another dyno pull, you should be happy.

steeda306 e-mail me direct please
tkmotion@qc.aibn.com

Thanks

Your really think there will be a noticeably difference by adjusting the valves correctly? If so, what a we talking here ballpark, Maybe 10 horse at the most???? Just curious, not that I don't believe you, I just don' t know. Learn something new everyday?????? Hmmmmt!

We have seen up to 10hp with lash but mostly it moves the power band around a bit.
You might loose hp and gain torque or vice versa.

Tom...www.tkmotion.com...14 NHRA Records...Porting..Flowbench...Making the fastest cars faster...

Anyone else have any thought's to my first question here??

I'm still looking for more comments, suggestions.?????

Ok. Windsor Jr. are good heads but are mainly intended for stock engines or engines mild setups. They can be ported to get some excelent results. My personal choice would have been the Windsor Sr. With their huge ports with some porting they can be opened up to flow around 270cfm to 300cfm+ and it wouldnt' require that much porting (due to the port size). As for the manifold if drag racing is your thing (and taking in consideration that the car is not driven on the street that often) i have been reading up on this intake manifold from Australia called the Funnel Web. It's a single plain manifold and it works from 3000rpm to 7000rpm+. There is different versions of it for both Clevelands ( 2V & 4V Version) & Windsors (including the BOSS 302's & 351's) and when they compared it to the rest of the manifolds and it absolutly decimated the compatition ( Weiland, Holley, Edelbrock..etc) In one case it made over 40bhp or 60bhp more over one of the top brand manifolds. I saw the article in the Muscle Mustangs & Fast Fords (internet site). If your car is going to see normal driving then I would go for a Weiland Xcelaretor. With the solid cam that you have I would go for Ported Windsor Sr. & Funnel Web Intake (if you can track it down).

I hope that helped