Modified Mustangs & FordsHow To Engine
Trick Flow Heads, Cam, Intake Upgrade - Top End Evolution
After discussing what we wanted to do to our Mustang, Summit Racing suggested the following for our build. Feel free to use these suggested parts in your small-block build, or adjust as your budget and power level requires.
|Trick Flow Twisted Wedge Cylinder Heads||TFS-51400004||$1,299.95|
|Trick Flow Stage 1 Roller Cam||TFS-51402000||$179.95|
|Trick Flow 1.6:1 Stud Mount Roller Rockers||TFS-51400510||$269.95|
|Trick Flow Billet Steel Timing Chain Set||TFS-51478520||$70.99|
|Trick Flow Head Bolt Kit||TFS-92005||$39.95|
|Trick Flow Hardened Chromemoly Push Rods||TFS-21406700||$99.95|
|Trick Flow Hydraulic Roller Retrofit Lifters||TFS-21400006||$429.95|
|Trick Flow Black Valve Covers||TFS-51411801||$109.95|
|Trick Flow Head Gasket Kit||TFS-51400904||$94.95|
|Fel-Pro Timing Cover Gasket Set||FEL-TCS45008||$14.95|
|Fel-Pro Oil Pan Gasket FEL-1809||FEL-1809||$14.25|
|Summit Racing Carb and Intake Combo||CMB-03-0211||$464.69|
|Trick Flow Cylinder Head Inserts||TFS-51400265||$9.49 (x2)|
On the DynoAfter verifying our Pertronix billet distributor's gear was compatible with the Trick Flow roller cam, it was simply a matter of dropping the distributor back in with the rotor pointing at plug wire number one, wiring the plug wires to match the firing order, adding fresh coolant and priming the fuel system to start the '70. With the first twist of the key, the 302 shouted to life and maintained a nice high idle. A quick stab of the pedal pulled the choke off and we let the 302 warm up while timing was set to 10 degrees (initially) and we chased a small leak. With just enough miles on the new combo to make it to the gas station and back for some fresh 93 octane, we strapped our fresh ride to our in-house Dynojet chassis dyno to make a few pulls.
Right off the bat, we were impressed with the Summit carb and how dialed in it was from the factory. With air/fuel ratios in the 12.8 range during dyno pulls, we had nothing to worry about. The plugs looked great on inspection and all we ended up doing was pushing four more degrees of base timing in (for a total of 14) and raising the rev limiter on the Pertronix Ignitor III under the cap because we were actually tickling it during dyno pulls now that the engine could really breathe. When you check out the numbers, don't just fixate on the peak numbers, but look at how much was picked up under the curve as well as how flat the new torque curve looks. Where torque peaked around 3,000 rpm before, the new combination is just starting to pull. From 3,500 to just over 5,000 rpm, the torque curve is nice and flat and just keeps on going. On the horsepower front, we gained plenty with the upgrade. Horsepower is comparable down low, but where the old combination was over with around 4,300 rpm, the upgrades netted us more horsepower that just keeps climbing well past 5,000 rpm now. We've been able to maintain our low-rpm power and torque, while increasing the engine's power from 3,500 rpm and up nicely.
Baseline: 182.37 hp at 4,000 rpm, 259.55 lb/ft of torque at 3,000 rpm
Upgrade: 272.18 hp at 5,400 rpm, 278.70 lb/ft of torque at 4,200 rpm
Peak Gains: 89.81 hp, 19.15 lb/ft of torque