I recently purchased a '69 "S" code mach 1.I was planning a mild rebuild but the more I read the more I like the idea of a stroker kit. I have not been into the engine to see what previously has been done but I'm hoping it has not been bored.

I want to keep it steetable and use pump gas.I'm thinking 9.5 - 10:1 compression.

From what I have seen and read the 445ci kit from Survival MS looks to be the ticket.

What work will the stock heads need to be compatible with the kit ?

I have an old Edelbrock Streetmaster intake on the engine now, Single plane. OK or got to go?

What headers do you guys recomend and lastly how much and which brand carb?

Thanks

Barry has a Comp Cam holiday special going that is really the best you can do for building a stout motor that won't break you.

Go with a .030 over 445 kit with the dished Probe pistons for 9.8:1. Put a 294S Comp Cam in it. Go with the Edelbrock Stage X heads he has for these with the Edelbrock Performer RPM. Put a Holley 750 DP on it, get a 2" primary header. For a street driven car I don't think you could do any better, expect driveline breakage and a permanant moronic smile on your face the first time you smack it at 2500-5500. You just won't be the same. BTW, you might be surprised to know how efficient this is. I ran some math predictions and you can expect BSFC numbers in the low 50's,possibly even the high 40's. It is a combination that aligns all of the planets in the universe. If you are afraid that cam is too big think again, the 294S is perfect for this engine it will power down to 2500, and peak around 5400-5600 (great for longevity), and it can live with a 350 lb valve spring for a long time. I think this would make for the ultimate street engine that you can expect good service life from.

Doit Doit Doit!

that sounds like one hell of a motor combination but i would go with a little bigger cam, if you don't you'll always be wondering how it would act if you did

is a match made in heaven for a street driven car. The 306S I think is what they used in the article, and the 11.5:1 flat tops seemed to like that cam better. The DCR at 9.8:1 static with the 294S is still only 6.85:1-7:1, and the idle vacuum should come in around 9-10 hg. For an every day miles of smiles, holy smokes! I wouldn't doubt that if the head flow is there that its a 525 hp/ 525 lbs ft combination because of the cylinder pressure curve matching the pump gas. I would go tight on the squish. I know numbers aren't everything, but man that sounds good to me. I blew up some Olds 455s trying to rev them, if I can get all the power in by 5500 I know it would help longevity.

...I usta care 'bout my "carbon footprint" before I met you!

That's a killer street motor you spell'd out, but a 10" converter and at least 3.91's are necessary to keep that 294S happy. It's gonna need some heads to run also. The Streetmaster is good-to-go with some clean-up. I'd run a 850 or 950 carb.

C-6, D0VE-C heads unported, sucky exhaust and all, just truck headers with a 294S and a PortoSonic. The trans was just a junkyarder, and I think he had 3.50s with a pretty tight convertor. He of course thought it was a little doggy running around, but damn it sounded good and from a punch it was a beast.

The dumbass (he's not really, but it wasnt the smartest thing to do) He did a 3500 rpm neutral slam into manual low, and he found out what the meaning of torque in a 5000 lb vehicle was. It held low but when he shifted to 2nd, it completely fragged the trans, I figure he twisted the sprag and probaly all of the guts and as soon as the drum tried to spin up it was "no way Jose"

I agree on the Street Master, it will be a good one, if you have it use it. The Ed "X" heads will require a little bore clearancing on the exhaust sides of the bores, I think the intakes would be fine, but Barry would have to say. The big fat mid lift is sweet.

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Its a 279°/.350 lobe 110° LSA and 106° ICA. 245° @ .050. That would be a torque beast at 445 ci. Essentially the same power as a 294S from 4000-5500, but with 12" hg of vacuum and more power from 2000-4000 instead of 9-10" and less power in that range. The 4.08 bores hurt the possible valve size a little, but you know there should be a combination with a 2.15/1.65 valve that could be made to flow good enough. I think that would be a major development for the stroker. The cost would be higher initially, but a roller sure makes the power. From what I have been told by a prominent Pro Stock engine builder you need .220 clearance to the bore wall on the intake side, and .065 clear on the exhaust. He also said that 65% exhaust to intake flow was enough. These were 500 ci 10,000 rpm engines though, it may differ some with these proportions. But he didn't think so when I asked him. He said get the intake killin', the exhaust can be less than used to be thought. Courtesy of Mr. Darin Morgan formerly of Rehrer-Morrison.

The power target will really dictate what you need to do. In any case, the stroker kits are almost a no brainer these days...

Jay Brown
1968 Shelby GT 500 Convertible, 492" 667 HP FE
1969 R code Mach 1, 490" supercharged FE, 9.35 @ 151.20, 2007 Drag Week Runner Up, Power Adder Big Block
2005 Ford GT, 2006 Drag Week Winner, 12.0 Daily Driver
1969 Ford Galaxie XL, 460 (Ho Hum....)
1964 Ford Galaxie 500, 510" SOHC

All I can get, but then there is a point where fun and cost meet and start to cancel each other out. If I get 450 I'm grinnin'! 500 extreamly happy...

I'd like to use the iron heads.Is that totally gonna waste my build?I haven't looked into the cost of the aluminum heads.

BTW the car is a 4 speed so I won't have to deal with a Torque converter.Does that change the specs any?

I had my hands in it a little. It is a 294S, 10.2:1 if I remember correctly, zero decked, RPM intake, 850 DP and C4AE (I think) heads that flowed 290cfm, done by Les Schmader. A real nice street combo

I'd say it should pull the numbers you are looking for, although for some reason I cant get him to stop making money long enough to get it on the pump


---------------------------------
- 70 Fastback Mustang, 489 cid FE, TKO-600 5 speed, 3.70 9 inch
- 71 F100 shortbed 4x4, 397 cid FE, headers, Street Dominator, 280H, 5 lug Dana 60, 4 speed

In my opinion you would be better off just springing for a set of Edelbrocks. You will have almost as much money in revamping and street/strip porting the stockers, and the Edelbrocks will probably still flow better.

If you want 500HP and can afford $6K, here's how to do it:

http://www.carcraft.com/techarticles/ccrp_0808_ford_390_fe/index.html

For this build you could also save the $300 on the Performer RPM, keep your Streetmaster and get nearly the same results, provided you port matched the intake and did a little plenum work.

If you want 450HP, you can probably save $1000 off the above build by retaining your iron heads and going with a vacuum secondary Holley and a 294S cam like Bill suggested above.

For headers, I am sold on the FPA headers for FEs in Mustangs, because they have excellent ground clearance compared to the other headers available.

On the driveline, you can tolerate a pretty healthy cam with the 4 speed, but I would agree with the other guys who said you should have 3.91 gears in the car, especially with the 500 HP build.

Good luck on your project - Jay

Jay Brown
1968 Shelby GT 500 Convertible, 492" 667 HP FE
1969 R code Mach 1, 490" supercharged FE, 9.35 @ 151.20, 2007 Drag Week Runner Up, Power Adder Big Block
2005 Ford GT, 2006 Drag Week Winner, 12.0 Daily Driver
1969 Ford Galaxie XL, 460 (Ho Hum....)
1964 Ford Galaxie 500, 510" SOHC

I couldn't get over how flat the powerband is. Anywhere you whack it, it is going to go apey. Just an opinion, and that's all it is, but I think the 294S in the 9.8:1 motor is a better choice, and if you can get the flow, it could hit the 500-525 hp and torque band hard. Its alot to ask from iron heads like you said, I think I would just get the Edelbrocks or BT small bores with 11/32" stems.

It has never been a better time to be into FEs. Those numbers you guys pulled were great honest numbers. Wide power band,and the rpms are down there where a long stroke engine can live a reasonably happy life.

BTW, what was the static CR of the two? I know the dished Probes listed on Barry's site are 9.8:1 and the flattops are 11.5:1. Just curious, I was thinking you used the 9.8s on the street motor,but listening again it sounds like you might have raised it a little to match the cam.

I think we would have seen a fairly dramatic drop in mid range torque if we had reduced the compression to 10:1. Also this engine ran fine on 92 octane 10% ethanol pump gas, so I would consider it a streetable engine.

Jay Brown
1968 Shelby GT 500 Convertible, 492" 667 HP FE
1969 R code Mach 1, 490" supercharged FE, 9.35 @ 151.20, 2007 Drag Week Runner Up, Power Adder Big Block
2005 Ford GT, 2006 Drag Week Winner, 12.0 Daily Driver
1969 Ford Galaxie XL, 460 (Ho Hum....)
1964 Ford Galaxie 500, 510" SOHC

A good example of what a good set of heads/intake are worth. If you were to drop the CR you would almost have to go with a smaller cam. At 9.8:1 with the 306S I think its only 6.3:1 DCR. The 294S is still only 6.85:1 DCR. A 282S is still 7.24:1 The higher DCR at 11.5 really pumps it up totake advantage of the bigger cam and likely offset some pumping loss.


Something funny was that I ran a couple of simulations in EA 3.0 atarting at 2500 rpms with each of the three cams at 9.8:1 and still got the most power both peak and average from the 306S, even though like I said the DCR is only 6.3:1. It would seem the benefit of raising the CR to match a bigger cam is better than dropping down on the cam to keep the pressure up even if the airflow falls within the range of "enough" for the displacement. If you droped the range down to 1500 rpms they were closer If I were going to really stay at the 9.8:1 kit though, I still think the 294S would be best to live with as a compromise on the street. I doubt you could make it ping even in a pickup, the valvesprings would live awhile too. The 282S just seems kind of small for the cubes.


Great info.

I'm puting parts together to doing something quite similar to a 30 over 390 but going into a 2000LB 31 Model A roadster. I'm most likely going with the 445 stroker kit.

I'm pricing things out as recommendations are given. Great info from these posts.

Thanks