When I proposed building a 351C for this book, Jim Grubbs of JGM Performance Engineering hauled out a fresh D2AE-CA four-bolt main block and boldly suggested 600 hp at 7,500 rpm.
That’s when I contacted Alan Davis at Eagle Specialties for a 4340 steel crank, H-beam rods, and Mahle forged and coated pistons to fill the block. Eagle stepped up with a 4.000-inch stroke 4340 crank, 6.000-inch H-beams, and custom Mahle pistons.
JGM Performance Engineering
Jim has been a Ford enthusiast all of his life and has been in the engine building business for thirty years. He likes to experiment with Ford engines, primarily the 385-series big-blocks and older FEs.
This Tech Tip is From the Full Book, FORD 351 CLEVELAND ENGINES: HOW TO BUILD FOR MAX PERFORMANCE. For a comprehensive guide on this entire subject you can visit this link:
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In planning this 600-hp Cleveland stroker, Jim said he wanted to try Trick Flow’s new PowerPort Cleveland CNC 225, a CNC-ported aluminum casting with 225-cc intake ports, 60-cc chambers, 2.080/1.600-inch intake/exhaust valves, 340-cfm intake, 240-cfm exhaust, and capable of more than 600 hp. “That’s the head I want for this project,” Jim commented and no wonder.
TFS begins with a strong idea of what it wants in a cylinder head and induction system, then its engineers use 3D and computer aided design (CAD) to design and flow test the idea. Thanks to modern technology, once TFS has a real-world prototype part, it is quickly pressed into testing and operation: on the flow bench for continued port and chamber work; then to the engine dynamometer lab to see how it performs; and finally to the racetrack for real-world experience and final tweaking.
When Jim Grubbs specifi ed this head, he had also done his homework learning everything he could about the TFS PowerPort Cleveland CNC 225. And when our 225s arrived from TFS, they were everything Trick Flow said they would be. Jim immediately disassembled the heads and fl ow bench tested them to see numbers.
More Than 600 Horsepower
Making 600 hp has never been easy for even the most savvy of engine builders. You must possess a good understanding of cylinder head fl ow, cam specifications, valve timing events, compression, and a host of other variables. When Jim Grubbs plans an engine, he takes all of these variables into consideration. It is often the little things that add up to make a big difference in power.
Written by George Reid and Republished with Permission of CarTech Inc