Ford Enthusiast

[jonmark1985]

Ok now lets get some parts figured out for you. Lets start at the carb.

I'd reccomend a 600 cfm 4160. Being that the engine is on the smaller side and your not really going be revving the motor over 5000 rpm you wont need a large carb. Make sure that you get a vacuum secondaries carb. A larger vehicle won't like a double pumper very much.

Then you want to hunt up a good 4V intake manifold. I'd opt for one without EGR is you don't have to worry about being emmisions compliant. EGR will warm the intake up and make your fuel less dense than it can be. You also want to find an intake with long runners. Short runners, or long tuned runners (tunnel rams) are designed to move fuel fast through the intake. The long runner will have to maintain an appropriate fuel speed in order to meet the demands that the later part of your engine is requiring.

At the head I would try a hand at porting the head. Begin by gasket matching both the intake and exhaust ports. Smooth out any bumps or casting flash in the ports, but the objective for this motor is not to change the shape of the ports and remove as little material as possible. Then spend a very good amount of time blending the bowls directly below the vavles. Leave the valve guids intact, but make the area around the guids smoothly meet the rest of the port. In the chamber you may want to unshroud the valves. Try to imagine the fuel leaving the head and how it will travel. Look for any obvious obstructions, Don't cut too much out of the chamber though, or you will compromise your compression. Then polish the exhaust ports to a chrome like finish. A three angle valve job will also be worth while.

An RV or "tourqe" camshaft wil prove quite adequate here with this motor. Long duration will not match the rest of the package, and will want to breathe better at a higher rpm. As for gross lift stay modest, unless you have access to a flowbench. If you do have the head flowbenched you will want to have the camshaft's gross lift set just slightly below the point at which the fuel's speed becomes turbulent. Remember too that a large lift will make an unstable valvetrain if it takes an aggressive nature. A short duration with a large lift will have a very steep lobe, and could be more prone wear. Also valve springs, retainers, keepers, rocker arms, and possilby even valve guides will need to be either reworked or replaced with performance parts. A truley adjustable valve train will also pay off.

For the header you will wan to have a long runnered semi small tubed design. The long runners will help synchronize the pulses of the exhaust with the somewhat lower rpms this motor will be accompanied to.

A good free flowing exhaust with a good quality turbo muffler will also be in line. 2 1/4" or 2 1/2" will be adqeuate. 3" will not be need for the amount of power you are going to make.