Trick Flow Heads, Cam, Intake Upgrade - Top End Evolution

14 If you've never installed or replaced an oil pan gasket in the car, it can be an episode in frustration as you try to secure the gasket and get the pan in place before the gasket starts to droop. We've had the best luck with Permatex non-hardening gasket maker or Hylomar Universal Blue to secure the pan rail gaskets to the block.

Finally, a bead of silicone is applied where the rail gaskets meet the rubber end gaskets and the pan is installed.

15 Because we're converting to a hydraulic roller cam, naturally, hydraulic roller lifters are required. For early blocks that didn't use a factory roller cam, you have two options; use the stock tie-bar and lifter retainer setup in the lifter valley with stock-type roller lifters, or aftermarket roller lifters linked together with a tie bar to prevent rotation. We opted for the aftermarket tie-bar-style retrofit lifter. Either way, the taller roller lifters usually need to be installed before the cylinder heads, otherwise you will not get them into the lifter bores.

16 The Trick Flow Twisted Wedge cylinder heads require pre-'72 block castings to be modified to prevent overheating due to steam pockets. Using the included instructions, the head gaskets are used as a template to locate the additional coolant passages required in the block's deck surface. You'll be marking one hole for each cylinder, eight in all.

17 With the hole locations marked, the block is taped off with masking tape and clean shop towels. A small cordless drill helps for access in this situation, and the holes are made using a 3/16-inch bit. Carefully vacuum the filings up and remove the tape and shop towels when complete.

18 The Twisted Wedge head, as are all aluminum cylinder heads designed today, is capable of being used on late-model, emissions-controlled 5.0L engines. As such, they have passages for upstream Thermactor air injection. Trick Flow includes two threaded inserts to block off these passages, but you'll need four total to block off the front and the rear (late-model 5.0L only needs the front blocked off). So, order two additional inserts from Trick Flow and save yourself the trouble of finding them locally.

19 We're now ready for final cylinder head installation. We have a clean deck surface, modified coolant passages, and the head gaskets in place (note the word

20 Trick Flow's 1.6:1 roller rocker arms are the recommended ratio for the hydraulic roller cam installed. If you've never installed roller rockers before or messed with an adjustable valvetrain, it's important to note the flat face of the rocker's trunion, shown here, must face up to accept the adjuster nut when installed on the rocker stud.

21 We've already installed the Trick Flow-supplied ARP rocker arm studs and pushrod guideplates on our heads, and with our 302 at top dead center on cylinder number one, the rocker arms for that cylinder are installed. For a hydraulic camshaft, the general rule of adjustment is to tighten to zero lash and then an additional 1/2- to 3/4-turn. To find zero lash, rotate the pushrod in your fingers as shown while turning the adjuster until you feel drag on the pushrod being rotated.

22 Once you feel the drag on the rotating pushrod, you've found zero lash. Now, turn the adjustment nut another 1/2- to 3/4-turn and tighten the Allen set screw in the center of the adjuster to lock the adjustment down. Rotate the engine's crankshaft 90 degrees and repeat the installation and adjustment procedure for the next cylinder in the firing order.

23 Nearly complete, our 302's headers are bolted back into place. The Trick Flow Twisted Wedge heads, while modifying the valve angles and tweaking other aspects for more power and strength, don’t utilize a raised exhaust port. This means our headers bolted right back on with zero issues.

24 Summit and Trick Flow offer dozens of valve covers for small-block Fords, but we stuck with the black painted aluminum covers normally supplied in the Trick Flow Top-End kit because they just look great. While we're bolting them on here to verify rocker clearance (there was plenty), note that these covers don't include an oil fill/breather/PCV opening. You'll have to purchase separately what you want to add and break out the hole saw. For now, we've installed one breather/oil fill on the driver side.

25 As noted in the opening paragraphs, we "swapped" the EFI manifold you'd normally get in the Trick Flow Top-End kit for one of Summit's carb and intake combo kits. These kits are a stellar value, as you get a dual-plane intake, Summit carburetor, gaskets, bolts, and even an air cleaner assembly.

26 The included Summit gasket kit includes gaskets with cork end rails for the 289/302 and 351W engines. We could argue all day on cork versus silicone end rail gaskets, so just do what works for you.

27 The new Summit dual-plane intake is a quality casting with great machining. We had no issues with bolt holes, accessory locations, or fitment. Frankly, it just bolted right on with the included stainless intake bolt kit.

28 Summit's new line of carburetors has been making news and we can see why. These carbs just flat work out of the box. While a little less traditional looking, when you watch the included detail/tuning DVD, you'll find out why the carb was made the way it was. We're using a 600-cfm model with vacuum secondary and electric choke.

29 Summit includes a nice dual-feed fuel line assembly for its carb kits as well. While we're simply posing for photos here, be sure to use a second wrench on the carb's brass inlet fitting to prevent stripping the threads when tightening the fuel line fittings. If you're replacing a stock carb with screw-in filter, be sure to add an inline filter to your fuel line as well.

30 Some of the last steps before we fire up our fresh build is to reconnect our throttle cable and AOD throttle valve cable, wire our electric choke, and drop our distributor back in. Note that the Trick Flow Stage 1 camshaft uses the late-model 5.0L HO firing order (same as a 351W) so be sure to reposition the plug wires as required. Finally, while we only had so much room to cover this build in print, be sure to look for the online version of this story with expanded captions/photos, 1/4-mile testing, full dyno charts, and more at www.modifiedmustangsandfords.com