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On a setup like yours, not really because you're going to be at or near max duty cycle anyway so the injectors will be more like 6 hoses that are on all the time. Injector phasing and sequential timing are purely for economy and emissions reasons.

Try oil pressure switch hooked up to the NC terminal (87a) on a changeover relay. Get power to the relay from ignition not battery. That's failing the above method anyways.

I remember a Wheels article back in probably 93-ish showing sketches of the upcoming EF and some spy shots of a DOHC donk in testing. They must have realised that there was no point bringing it out when their main competition was sticking to an ancient cast iron pushrod lump and thus their SOHC design was already superior for now. Fast forward to the BA and it turns out that development on the twin cam had been going on for more than a decade. Seems like they had this design sitting on the shelf ready for when they needed it. Imagine if they'd shoved it into an E-series all those years ago... Would have been a weapon!

A factory carby will be tuned for the stock air cleaner. Removing this restriction will alter the reference to atmospheric and will most likely run a tad lean. Improving the breathing above the carby will need a jet-up to compensate.

I guess any cleaning up of the ports on the plenum will benefit, maybe give it a little chamfer. Someone on here reckons 150 kW is the max for those manifolds.

I think the trick is to chase both. This is where the black art of head porting lies, and is the concept behind the CHI 3V. Smaller port than a 4V, yet outflows it.

Wow that's already a great number... Only way is quicker from there!

Looks like it's loosely based on a Jag 6 head, sounds the goods. I'd pay that much even now for that, sounds like a good price to me. Uncanny how Ford and Holden 6s shared bore spacing and head bolt location. I've seen a Red motor with an alloy crossy head adapted to it.

I hear ya bud. Just saw an article about house prices and it takes an average of 9 yearly salaries to buy a house. A decade ago it was 3. The first thing that suffers when the cost of living goes up is our hobby, so threads like this one are more relevant than ever.

Love the VCT... Hits the sweet spot at any given rpm. You'll be in the 12s with this shoved in a Corty and geared right. Impressive results... Nearly 100 hp over stock!

Got my Clevo headers for $100 (advertised $150) cause the seller was a Ford nut and liked my car.

I had some really good pics (from FordMuscle) of silicone port mouldings of both a stock 2V and Edelbrock alloys and the difference was like chalk and cheese. The Edelbrock looked like a 3V but with a stock port face location. The good thing about silicone mouldings is that they show a 3D image of all the problem areas. Both stock 2V and 4V ports have a noticeable pinch where the pushrod goes past, not obvious from the outside but very much so on the moulding.

I used to be a member of Fordmuscle.com and it's a paywalled forum/magazine with some excellent projects. They love their Clevos and did a very in-depth study of 2V and 4V port design. I can't access the pics right now but found a few that might benefit folks on herethis 2V exhaust is on a smog head, most probably off a 400/351M. Much worse than a pre-smog 2V but note the meat around the short-turn and seat.4V exhaust for comparison2V inlet

I'm in the trade but am no expert. Seems like all those Aeroflow bits are just anodised alloy versions of JIC, and about 5 times the cost. Look pretty though. I love working with JIC, no o-rings to fuck up and it's a very common system.

Wow that is pretty disgusting... Um.... I mean plenty of room for improvement there. If I ever need to rip my heads off they'll be getting a tidy up for sure.

Ando you sound like you know your hydraulic fittings... You're not a plant mechanic by any chance?

Ok that clears it up. I just couldn't get my head around a 302 making big-block torque, but that figure is after torque multiplication from the rear-end combined with loss/slippage in drivetrain. Just wasn't sure if this figure had been calculated back through diff ratio and converter, etc. There's definitely much more accuracy in measuring at the fly but doesn't translate to real-world power as a chassis dyno does. Very impressive figures from the little Windsor, a very stout performer. Well done to whoever screwed this one together.

Really does back up the advice of not going too much past 0.500" if using stock 2Vs.

Holy snapping assholes Batman! I wanna hear this thing when it's going!

I don't understand that torque figure. Is that rear wheel torque or is it calculated back to the flywheel?

That was an old cop trick to get a bit more grunt via cold air. So much for pinging people for doing mods to their cars...

Standard Ford cats are excellent but have restrictive inlets/outlets. A cheap mod is to cut these off and weld in 3" nipples to maximise flow through the "brick". A 3" pipe is actually fatter than the cat is top to bottom so you need to flatten the pipe out a bit which also serves to "fan out" the flow more evenly into the core. I like to shove a wet rag down into the cavity when cutting/welding so sparks and crap don't fall in and damage the core.

That's awesome mate. Nothing like some strict class rules to get people thinking outside the box. Loving the Weber mods. Having owned an LPG crossy I can vouch for the suitability of these engines for this fuel... A match made in heaven. If I had my time over I'd do a few things differently, namely the ignition curve and the inlet manifold. If I still had it I'd be running MSD, spiral wound leads for sure and probably an EFI manifold instead of the poorly balanced Redline that I had. Over 4500 rpm it felt like it was about to grenade itself but this same engine in my dad's EFI XF felt sweet all the way to over 5000. If you're going LPG then go with one cam up from the equivalent petrol one you'd select, as LPG takes a higher volume in the manifold than petrol, effectively making the cam and manifold characteristics more tame.

It can refer to either depending on the context. The early non-cross flow 6s which had the manifold cast into the head are called "log motors". EA-ED inlet manifolds are called log manifolds to differentiate these from the later Broadband EF-BF type.

I love log