Whooahh!!!!! You guys are getting pretty damned DEEP in here! Does anyone know what the 'stroker' engines prefer? i.e. if I stroke a non-H.O. 302 (pre '82) to 347 or 331, is it better to use the 302 H.O./351W cam and firing order or the original 302 non-H.O. firing order? Does it matter?
Go with either one for a street engine. General rule on cam timing: If you use the same camshaft and increase the displacement of the engine, the torque and HP peaks will tend to lower in RPM some small amout like 300 rpm +/- providing nothing else is changed to improve breathing.
Re: Stroker engines I was just wondering what configuration the stroker kits are designed for. If there is a difference in the effects on the crankshaft from HO/351 timing/firing order to standard 302 timing/firing order I would guess that one way or the other is better.
Stroker assemblies have no concern for fire order. The main features are piston deck height, crank throw to block clearence, rod to bottom bore clearence and reasonable balance if not specifcally done, which would be foolish not to do.
NASCAR engines My Dad used to play around with dirt track cars back in the 60's and 70's. He has told me that most builders would reverse the rotation of a motor (FORD or GM I can't remember) to torque in the opposite direction. This was to apparently help put downforce on the left side of the car while lapping the tracks counterclockwise. How would that be done. Is it merely a matter of reversing the direction of the starter or does it require rewiring? It seems like the firing order would reverse itself without any rewiring with just a turn in the opposite direction. I guess the accessories could be affected such as the power steering. Alternator? Not sure? It probably does not matter. Fan blade would need to be changed also.
hot time tonight The only problem was that the lights would cast a shadow, the Alrt. would act as a motor, the engine would cool the water that the radiator would heat up, fan would blow air instead of suck air. Sounds like a old Muffler bearing grease story.
I've heard this too, but the guy that told me that swore by inline 6 engines back in the 60's. They supposedly used some Ford straight-6, cut one cleveland 4v head in half, used it on the back, and used a complete head on the front, with the proper welding/plugging of course. He went on to give the details of how it was done, and also included that it was a major pain, but was well worth it because of the reverse rotation added weight to the L.F. while coming off of a turn. He might be full of it, but everything he's ever told me I have found information to back it up, with this one exception. I'm still looking for this one...and get the feeling I will be for a long time!
Not a myth Dad doesn't lie, and I have heard of this from other sources as well. It had to have been a Ford that they did that to since that's all he ever ran. They used to run Falcons on dirt with a Hi-Po 289-screw-in studs and hardened crank. I am not sure if this is something that racers do today or not?
By the way............... I've never heard of the Cleveland head on a 6 cyl inline but if he said '...back in the 60's... ', the Cleveland head didn't come out until 1970 along with the 351C. The same head (basically) was on the 69 and 70 Boss 302's with the 69 model having the biggest valves. New one on me!
Motors can run in reverse, but you have to change everything that is directional in nature, as in alternaters, water pumps, fans, torque converters, and I believe the camshaft. In anything other than a racing application, this would be hugely impractical. There are other ways to make your car handle, especially in racing, that would be far more effective.
