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Discussion Starter · #1 ·
I need some input on a heads, cam and intake combo that will get me into the 11's.
If I can swing the funds, I am going to change heads, cam and intake this winter....that's a BIG "if".
I'm kinda partial to Canfield heads but open for suggestions.

I'm thinking Canfields(or similiar), solid cam (245*/255* .555/.560) and vic. jr. intake.

Lets hear some suggestions!
 

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Discussion Starter · #3 ·
What size runners for the canfields?
 

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its not about the runner size, length, cross section etc.. If you want to run a canfield, speak with jay, NOONE knows them better than him.
 

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If it were mine, I would use Trick Flows cnc ported 185 head, a solid flattappet cam like 250-254 @.050 and make sure you have at least 11:1 compression or 190lbs. cranking compression. Intake I would use the VicJr. On the street that cam will work with your converter, but at the track the car will want alot more converter.
Brian
 

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On 2006-09-01 20:06, woody1 wrote:
its not about the runner size, length, cross section etc.. If you want to run a canfield, speak with jay, NOONE knows them better than him.
Jay can set you up with Canfield heads, a custom cam and the correct springs for much cheaper than what it would cost to buy everything separately

Just give him a call and he will set you up with everything you need and plus he know's his stuff so he can tell you exactly what it will take.

The cam and complete heads with matching springs will cost you around $1600. I paid over $1500 for my heads with the spring package then went to jay for cam which was about another $400. If I had known I would be running the canfields myself.
 

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Along with the top end stuff you will need to contemplate the back end stuff, namely, gears and tires.

If I am remembering it looks like your setup is laying down a little on the top end of the track from the mph in your other post. I don't know what that is whether its carb jetting, running out of flow in the intake/heads/cam/carb or if you are shifting too soon/late or what but it looks like something is going on.

On picking your set up, I would get a good dyno sim and drag sim program first. Baseline it with your current stuff. Figure out how much horsepower you need with your car to run the timeslip you're after. You then have to make that horsepower on the dyno sim by adding in the right combination of parts to the engine. After that, you have to dial in a car setup that will run that on the drags using the drag sim. This approach has helped me tremendously because I can't afford to throw parts away.


_________________
1965 289 mustang fastback

as of Jan 16, 2005
60 ft: 1.65 8th:7.49 @ 90 qtr: 11.85 @ 113 mph

<font size=-1>[ This Message was edited by: Hottarod on 9/2/06 9:04pm ]</font>
 

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I am building a 351w at this time as well with the help of cobrar. It is 60 over, stk crank rods and pistons. I cant tell you my cam spec right of but cobrar can. I am using a set of gt40 heads vic jr intake. The heads have been milled .30 thousands and we are porting them ourself. I am going to run 110 gal per hour mech. pump and a proform 750 carb. A t5 and 3.73s I know for a fact that the car is going to go 11.70 to 11.80 after we are done tunning on it. The best part is i will have very little money in it, less than what a set of new heads would cost. Over the winter i am going to to put 150 hose on it and then i will be in the 10 second zone.
 

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My first throw together engine for the stang was a .060" over 351w. An old ancient solid flat tappet cam, old used (ported pretty good tho), iron windsor heads, vic jr. intake, 750 holley. I neve had it dyno'd, but the car went 11.0s on it. (till it popped).....:&gt


Around here I don't hear of too many people running canfield heads. Personally (again, MY own opinion), I'd go with some AFR 225s, have them 'done up', and decide on cam/compression from there.

Again, my .002
 

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People are scared of canfields for some ungodly reason. They also dont spend the ad dollars all the other head compnaies do. They are a very good head
 

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Canfield supplies the castings which most aftermarket head companies use to machine their heads, so their products are more common than most think.
 

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On 2006-09-02 09:08, mikemustang289 wrote:
Canfield supplies the castings which most aftermarket head companies use to machine their heads, so their products are more common than most think.
shhhhhh
 

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Discussion Starter · #13 ·
I don't want to change any drivetrain parts to do this such as converter, gears etc. If I just changed heads now, it would be in the low 12's for sure. My heads are the weak link in my setup right now.
The new setup would still have to be streetable. I don't want to end up with a trailor queen 'cause I don't have a trailor OR truck.
The new head/cam combo will have to be able to work with my current gears and converter.....or not at all.
I'll give this Jay guy a call when the time comes to see what he says I guess. This is all IF I can swing the funds.
If not, then I'm installing the nitrous system this winter and run 11's that way. Either way, I'm running 11's next year come HELL or high water......LOL
 

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82gt

One thing you will run into is the same thing I run into and that is piston to valve clearance with your current pistons/shortblock combo. If your running pistons with the valve reliefs for the larger valves and cams then your fine. If you have pistons with stock sized ford valve reliefs your limited big time. I get a way with cheapo FM hyper pistons(huge over sized valve pockets... -12 and they are way down in the hole because they are shorter in deck hieght then stock pistons...I know I know....I missed this when I built this budget combo in 1998 but hey it run the number we wanted...low 12's) with TW heads and a old 280 comp cam(230/.512/110). Custom stuff will always be best but you can run the number with OTS stuff too. Now there is a big diff between 11.01 and 11.99
Be sure of exactly what you want before tearing apart your current combo.
 

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82GT, check my sig and also check with Jay Allen for a cam on the Hardcore.I'm now putting together a 427 with some impressive flow numbers from my Canfields that Greg at XSR cylinder heads did for me with a cam from Jay Allen(Camshaft Innovations). Not expensive at all for his work.In my 347 with the Canfields and a small hydraullic roller made 370 at the wheels in my 3260 lb GT. Never did run it on the motor at the track because it wasn't geared for it!You can check out the pics on the Hardcore of the heads posted by Pony1.

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<font size=-1>[ This Message was edited by: ran347nosgt on 9/3/06 4:40am ]</font>
 

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Discussion Starter · #16 ·
On 2006-09-02 13:06, qtrhors wrote:
82gt

One thing you will run into is the same thing I run into and that is piston to valve clearance with your current pistons/shortblock combo. If your running pistons with the valve reliefs for the larger valves and cams then your fine. If you have pistons with stock sized ford valve reliefs your limited big time. I get a way with cheapo FM hyper pistons(huge over sized valve pockets... -12 and they are way down in the hole because they are shorter in deck hieght then stock pistons...I know I know....I missed this when I built this budget combo in 1998 but hey it run the number we wanted...low 12's) with TW heads and a old 280 comp cam(230/.512/110). Custom stuff will always be best but you can run the number with OTS stuff too. Now there is a big diff between 11.01 and 11.99
Be sure of exactly what you want before tearing apart your current combo.
I figured I would have to flycut the pistons, unless there are Canfield heads that have 1.94/1.60 valves 'cause that's what I have now.
I'd be happy to run 11.7's or 11.8's on the motor....so that's about another second off my current E.T, which is about....what...another 100hp?
 

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Another good head that doesn't get advertised alot that has had good results ids the Proaction Now owned by Comp Cams and RHS racing head service, also Tristate racing Cylinder head seems to have a few of the older molds the actual Pro Action top line cyclone series ( Thats what I have and they have been a really good choice so far 2 years beaten at the track and daily driven not 1 issue) I think Tristate cylinder head has them on sale now as well. just get bare and have Jay sugest springs etc valetrain to go with his cam..
 

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I would also go with canfield heads. i am going to run them on my new engine. like the other guys said . get the cam/heads from jay.A very good guy to deal with
 

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Discussion Starter · #19 ·
How do the flow numbers compare to the AFR's? I know it's more than flow numbers but was curious how the two heads compare.
 

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Canfield SBF 170cc 18* Head

Standard intake location and exhaust ports. Designed for the 5.0 litre
170 cc Intake runners
2.02 Intake and 1.60 Exhaust Valves
Stock location exhaust ports
58cc or 64cc CNC profiled combustion chamber standard

Valve Lift
Intake
Exhaust

.200”
121
101

.300”
168
117

.400”
217
163

.500”
235
177

.550”
241
181

.600”
247
188




195 cc Intake runners
2.02 Intake and 1.60 Exhaust Valves
54cc, 58cc, or 65cc CNC profiled combustion chamber
Intake
Exhaust

.200”
150
107

.300”
203
131

.400”
243
171

.500”
263
183

.600”
272
190

.700”
276
201

.800”
281
209

Canfield SBF 212cc 20* Head

212 cc Intake runners
2.055 (optional 2.0
Intake and 1.60 Exhaust Valves
Complete CNC in house by CANFIELD
54cc, 58cc, or 65cc CNC profiled combustion chamber
.200”
151
111

.300”
207
141

.400”
253
181

.500”
281
199

.600”
301
212

.700”
317
229

.800”
321
231






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<font size=-1>[ This Message was edited by: tonys10sec306 on 9/4/06 5:22am ]</font>
 
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