Ford 8.2 Deck build help

[Gear_Head_1967]

Guys i need help building an 8.2 deck Ford 302. Here is what i have.

1986 Factory roller block with Moroso main girdle, ARP bolts, and its been aligned honed.
Comp sollid roller cam 279/281 249/251 109/109 LSA .606/.616 .
Ford N351 heads flat milled to 46cc chambers.
Parker single plane intake.
Jessel 1.6 ratio shaft rockers
Holley GenIII 750 carb
SCHOENFEILD custom headers for the N351 heads.


I want to be able to run racing E85 fuel.
The engine will be used for endurance racing.
RPM range will be from 4000 to 8500 rpm.

I guess my question is can a factory block handle 11.9 compression and 8000+ rpms?
I need about 500 hp and about 440 lb. ft. of torque.

[KnightEngines]

You'll split the block.
If you need to run a factory block for class rules then find yourself aan early Mexico block.

[Gear_Head_1967]

Factory blocks aren't required just has to be cast iron. Thanks again for the help

[piston guy]

"Endurance" is the key word here. The factory block will not hold up and the stud girdle is a false form of security. Spend the extra money for a quality block now and you'll save on your tire bill as well ( by not running over engine parts thrown onto the track) Even the Mexican and '69-71 Boss 302 blocks have issues on endurance applications. Roush discovered this when he ran Trans Am and worked with Ford to develope the venerable A4 and R blocks.

[KnightEngines]

So aftermarket block it is, in which case may as well go for a 4.125" bore - unshroud the valves & gain some cubes.

Do you have a class capacity limit, how flexible is the budget?

I don't know anything about the N351 heads unfortunately, so I can't comment on what sort of work they'll need & their potential.

I'm currently building a 347 tarmack rally engine for a nicely prepped 67 mustang - tarmack rally is run on public roads closed for events, engines need to be more flexible than road race engines run on dedicated race circuits.

The nuts of the build are a World 4.125" bore 8.2" deck block, scat steel 3.25" crank, scat rods, JE slugs, Dart pro1 heads with some work, 13:1 comp on E85, it'll be 347 cube (363 exceeds class capacity limit) & aiming for around 600hp @ 7200-7300rpm.

[needforspeed66gt]

The nuts of the build are a World 4.125" bore 8.2" deck block, scat steel 3.25" crank, scat rods, JE slugs, Dart pro1 heads with some work, 13:1 comp on E85, it'll be 347 cube (363 exceeds class capacity limit) & aiming for around 600hp @ 7200-7300rpm.

That's the combo that I like to build, but I use the Dart blocks and avoid World Products whenever possible.

[KnightEngines]

Yeah, we got a deal on a bunch of parts from an aborted project - paid 50c to the dollar on new prices for block, a fair chunk of the valve train, rods, moroso road race sump & pickup etc, too hard to pass up!
Block checked out pretty good.

[peejay]

So aftermarket block it is, in which case may as well go for a 4.125" bore - unshroud the valves & gain some cubes.

The nuts of the build are a World 4.125" bore 8.2" deck block, scat steel 3.25" crank, scat rods, JE slugs, Dart pro1 heads with some work, 13:1 comp on E85, it'll be 347 cube (363 exceeds class capacity limit) & aiming for around 600hp @ 7200-7300rpm.

For a tarmac rally car.

That is absolutely crazy and I'd love to see the finished product.

[Gear_Head_1967]

Cllass Rules is iron block, iron heads, no dry sump. Most teams are running larger cubes and spinning too much. I think if i could get 450 to 475 lb.ft. of torque between 5500 and 6000, i would be fine.
Im seriously looking at the Dart SHP block with 4.125 bore now. 5.4 rods and 3.25 stroke.

N351 heads came from Robby White racing engines in Tennessee. He said they would make 600 HP on a windsor.

I bought a Champ 9 quart fabricated oil pan for the project.

Ive designed and built a new car that is legal but different to whats been used. No one uses a strut car around here?

[KnightEngines]

Yep, the 4.125x3.25" with 5.4" rod is a good road race combo, 3.4" stroke gives a piston that is a bit short for longevity in this sort of racing.

Rules are very similar to the one I'm building other than we can use alloy heads.

If the heads can do 600hp then aim high!

For E85 with iron heads in this type of racing I'd stay around 12-12.5:1 comp, that's nice & safe, pushing the limits is only worth a handful of HP.
A good safety margin makes sense - if you end up in the wrong gear at the wrong time & have to lug it down at 3000rpm, or you have a bunch of low speed corners etc & get some heat buildup you have a some headroom & won't rattle it.

Parker intake is the go, everything else requires a whole bunch of grinding to get up to the level required for 600hp/7000+rpm.

Don't aim for peak HP over 7500rpm - you'll eat parts, once you go past 7500rpm in a road race V8 you either need to spend up big on parts or you'll eat shit up fast.
Concentrate on making very good VE up to 7000-7500rpm - you don't need more rpm to make 600hp & making it early will give a much nicer TQ curve.

From my experience you should be able to make 480-490ft/lbs on E85 - maybe a tad more if you get all your ducks lined up real nice.

[piston guy]

3.400 to 3.250 is only a difference of .075 when it comes to the piston . That is not really enough to make the piston too short. "I" would stay away from Ford's latest Boss block as the cylinder length is too short ( IMPO) for good piston life.
N351 heads that come from Robbie White are GOOD and will support 600 hp. The ports are generous and the heads have a 10* valve angle instead of the normal 20*. A Victor jr intake may be better suited to your style of racing/ For drag racing the Parker ( not the Chinese copy) is a winner. Keep the LSA at 106*s on the cam and a max of 4*s advance. A solid roller in the 250's should get you where you want with 12-1 cr.

[turbo2256b]

tHE 351N heads were redesigned in 2008 and are an improvement over the previous versions hope you have the newer version

[289nate]

An iron N head and old iron TFS High Port are as good as you'll get without moving over to aluminum castings. The superior valve spacing is th e magic in those heads. Use a modified Cleveland 4v head IF the rules allow it.