351LS Part 4

[@sendit9129]

Say what you will about the lack of "excitement" seeing used pistons, and a non-decked (Or non-redecked for that matter..) block, but its more enjoyable and interesting to watch someone who knows what they're doing put together "old" parts, than it is to watch some parts replacer slam together a LS swapped car using a TSP engine, RPM trans, Holley EFI, and off-the-shelf swap parts.

[@PappyDan]

finally some one truly got a custom ground camshaft

[@frankierutherford1888]

I’m likely going to see this one through. Thanks for sharing 🇺🇸🇺🇸🇺🇸👍

[@blueblood76]

For peeps asking why a cam? The ports are opposite on LS heads. The exh valve is where the intake valve is.

[@FordRanchero289]

And the driver head is in front of the passenger head on an LS block while the windsor has the passenger head moved in front

[@patrickmcdonald3427]

@@FordRanchero289 ...and why Chevy has #1 on the driver's side and Ford on the passenger side. It goes by which bank is forward of the other.

[@FordRanchero289]

@@patrickmcdonald3427 exactly

[@bmbgarage3405]

Correct me if I'm wrong but wouldn't that really just give an engine with a reversed flow? Would be cool to do a hot v like the one BMW engine

[@blueblood76]

@@bmbgarage3405 Reverse flow would mean exh ports are now intake ports and intake ports are now exh ports so no

[@RedneckSwede]

This is just as awesome to watch as when people pair a volvo 16 valve head on ford pinto block. You could call it "The Bastard". The love/hate child between both brands.

[@bradpittman5075]

You are an absolute savage. I love it. Great job. I am so everything myself aside from machine. Including harness construction and transmission and I am about as budget oriented as one can get as well but I can mechanical OCD too. It has its ups and downs. Very interested in this project. I am almost done with my new engine combo. It’s a 395 Windsor stock block forged deal single turbo. Haltech 2500 direct fire sequential fuel. Keep chipping away at this build. It’s awesome.

[@JeffLyle]

Ooooh man I love it when people do crazy stuff like this. SUBSCRIBED!!!

[@StainlessTIG2]

Why my Cleveland runs great is because I had a custom mechanical roller cam ground based off of the BBC. Cleveland basically is the exact same valvetrain geometry as the BBC. Low 9’s in the 1/4 mile on a 175 shot with factory closed chamber heads. Nothing special! I think this is a great video 👍

[@rono3045]

Except a small block Chevy won't get it into the 9s with factory cast iron heads like you're running unless it's a newer version Chevrolet an LS

[@StainlessTIG2]

@@rono3045 yeah a Ls cylinder head is designed off of the Cleveland, FE, and SBF. Look up Turbo John AFD cylinder heads and MBE cylinder heads. Their Ls racing cylinder head is the exact same casting as their SBF-Cleveland casting. The Ls uses a SBF distributor when a distributor is required. The Cleveland is the baddest small block engine design out of any manufacturer. I went a best of 9.06 in the 1/4 mile and that’s with TRW flat top forged pistons and factory crankshaft. The key to the engine is the Parker funnel web intake, mechanical roller cam, and the closed chamber heads. I’m shooting for high 8’s in my new car with the same engine combination. My 86 mustang weighs about 400 pounds lighter, all Team Z suspension, and coil overs vs my 81 Capri that had the stock K-member, A-arms, and basic suspension. Gonna be funny running high 8’s on a 150 shot with nothing special, not too mention old school iron cylinder heads.

[@theadasguy9692]

That cam will be worth it’s weight in gold if it works

[@TheFARM2019]

Not really... an air pump is an air pump... it would have been cheaper just to get a top end kit that matches the flow numbers of that cylinder head... however with that said this is bringing back a form of old school hot rodding that has died off recently due to an abundance of aftermarket parts that someone has already done all the research for you and you just have to bolt it together... so he gets major points for engineering parts to work together to make more power! If he gots the money, why not and that would make some heads turn at the car shows too

[@josephfigueroa3527]

​@TheFARM2019 considering that I can get the heads for less than $100 and I can do all the work myself, a top end kit is nowhere near cheaper.

[@charleshollingsworth1583]

Enjoying watching this build. Been turning wrenches all my life, GM totatally ruined me to the point of no return from growing up in a gm family to working in dealers and owning my own shop yes i worked on them but you will not see one with mt name on the title. Damn near every gm prouduct my family ever owned was junk and all being bought new. I went to work in the late 80's doing pipeline inspections and was given a k5 350 no power at all blazer new. When the blazer finally hit 175,000 miles it had the engine replaced 8 times and people say oh those good ol small block 350's is the best Bull shit and the transmission was replaced 3 times 3 rear diffs, 2 transfer cases, 2 or 3 computers (tbi junk) a few distributors, about 10 a/c compressors, no telling how many starters, alternators and serviced the piss outta the junk, and my god at the electrical and brake problems losing coolant from day 1 to 175,000 miles other guys had basically the same issues with their blazers oh and paint it would blow off going down the road and those cheap ass door hinges. all engines including the one that came in it gobbled oil kept a case of oil in back all the time. Damn chevy dealer said be thankful it don't have the POS 305 engine and i thought about dads POS 350 converted diesel garbage in his 80 gay mans chevy (GMC) so called pos truck and moms pos 350 diesel delta 88 olds cause he thought he wanted diesels since everything on the farm was diesel. It was always something as it was growing up in a gm family always having to work on it. I spent more time driving a back up vehicle a 76 plymouth trail duster with a 360 (a trail duster is a dodge ramcharger for those who don't know) with no air conditioning and in texas heat it was hot!!!!! that old bitch was bullet proof You stomp that bitch to the floor you was gone PURE MOPAR. I was at witts end with that gm crap and walked into the bosses office one morning and told him here is my resignation i am moving back to alabama. He said i can't afford to lose you and i said i am sick and damn tired of that blazer i am stranded more than i am moving and your bitching cause i can't do my job which affected my pay,, he what will it take for you to stay i said a new dodge ramcharger or a ford bronco TODAY he said drive the plymouth i'll see what i can do and i said hell no i am done with the no a/c bullshit 110 degree days cause the blazer was dead again and in the shop a/c out and slipping transmission headed for #4 tranny and severe rear end noise headed for #4 rear diff at 175,000 miles. On the phone quick he called the local ford and dodge dealers, dodge said sold out of ramchargers ford had 2 bronco's one with a 300 i6 and the other with a 351 windsor he ask me which i wanted i said i don't give a f#$k as long is it ain't a gm pos and it has cold air and a place to set my beer He said beer and i said hell yes beer. I ended up with the 300 i6 cause he was a cheap bastard but all i can say at 450,000 miles down the road the original battery took a shit, other than servicing zero problems at all hell the factory battery on the blazer lasted maybe 4 months. I drove about 475 miles a day 5 days a week 49 weeks out of a year 116375 plus personal use miles around 150,000 miles a year on the bronco. No more gm's were bought again at that company. I know people have good luck outta that gm junk but a gm small block and my right foot well BLOWTIE.

[@BigBeavrSlayer]

That was a hell of a rant! No hate from me but I grew up ford family and converted to chevy when I spent 10 years doing auto work and will never look back and I can speak to everything you said is the same with ford's 😂 who cares if what is reliable for me isn't for you Im not going to tell you that your wrong for your choice. Side note my daily driver is a 95 v10 dodge ram so no bias here

[@invasivecoyote1361]

Who ground the cam? And do you have a video on the intake process.

[@markroberts1301]

Sorry if I missed it but how much lift and duration does this cam have? Would it be streetable? Love the effort you put in this series, truly amazing commentary and filming!

[@huntercolby9143]

Stupid question if the valves are opposite on a ls head vs a Ford head why not just set the original cam 180deg out to get the right valve timing or maybe I’m thinking wrong because that would set the valve timing opposite to normal right?

[@waterboyschmidt]

The cam shaft was backwards from what you needed, could you have installed it backwards and machine the end for timing gear? I’m not sure it’s even possible, but 800 bucks wow, is their any other way?

[@anthonyletourneau2696]

Why the need for a custom cam grind? Super cool what youre doing. Cant wait to watch the other videos

[@gmtgearhds1072]

The valve orientation from sbf to Ls heads is backwards

[@smokeygasser4037]

​could you have installed the original designed for cam 180 off. Seriously thinking about doing this type on build 🤔

[@codycrabtree3684]

So why does the cam have to change so much? The cam tells the heads what to do so wont any can work?

[@hendo337]

What are the cam specs? What heads? Ideally with he dished pistons 862/706 heads are going to make the most hp of any factory LS head. Richard Holdner has shown it time and time again. I'd use them even on a 6.0 or 6.2 since the rectangle port heads require bucks up valvetrain parts to not drop a valve with mean cam timing. I've seen a lot of cammed G8 guys wipe engines that way. Cam spec wise I'd shoot for an approximation of the Elgin/TFS 228/230 since it makes more power everywhere in the curve and still keeps top end while being easy enough to require valve spring only in old mile'd out slop junk.

[@gmtgearhds1072]

Thats exactly what I did!

[@sbf_fox2434]

Will 351w head bolts work with the LS heads or do you need custom bolts (or studs)?

[@gmtgearhds1072]

The 351 bolts are too long, so I used some 3 inch 1/2-13 bolts from ARP.

[@rightsidelanechoice7702]

If the lobes were in the opposite position the all you’d need to do is re key it run your distributor 180’ out. And why would you change the firing order or change the cam to make it work? Your only swapping the heads and valve train?

[@thesavior2398]

i was thinking the same thing but im guessing he's running the later ls firing order. so maybe that's why but at the same time the late model 351 i believe had the same firing order so maybe he could run it 180 hahah

[@zombieninjatedsmith1301]

Guys the heads have the valves in the opposite location...how the hell is it gonna run with the exhaust opening on the intake stroke?

[@rightsidelanechoice7702]

ZombieNinjaTed Smith itmight run on 4 cyl’s but it would pop like hell on the other 4

[@michaelwhitefield6980]

What were the cam specs and I guess it was flat tappet ? thanks

[@buchmannray]

Wondering why you went custom grind, as the 351 cam have worked as that's what's the valves for the 351. I'm Maybe missing something

[@zombieninjatedsmith1301]

The LS valves are flipped.....intake would be exhaust on the Ford cam.

[@buchmannray]

@@zombieninjatedsmith1301 thank you, I didn't realize that part

[@torr8637]

Just out of personal curiosity... why a 9.5W deck block instead of the closer 9.2C block?

[@gmtgearhds1072]

Honestly I just had one at my disposal. And I think the extra deck helped the intake fit better in the end.

[@codycrabtree3684]

What I'm saying is won't a standard 351 aftermarket camshaft work for these heads

[@joshmunson702]

It would, if you didn't mind sucking the intake air through the exhaust port. Yes it would open the valves, the problem is that it's the wrong one at the right time. Hence the swapped lobe configuration

[@outfitsgarage88]

I'm sure someone has already asked and you might have even explained. But in making the camshaft, did you go with the Ford firing order or LS design?

[@gmtgearhds1072]

The firing order is still the ford order, to go along with the crankshaft. The difference is that the position of the intake lobe vs the exhaust lobe (front to back) needed to be inverted

[@outfitsgarage88]

@@gmtgearhds1072 ok I gotcha. 👍 thanks.

[@rics94svtbird]

Is it possible to share more info on cam specs?

[@gmtgearhds1072]

Yes I simply copied the sloppy stage 2 cam specs

[@jeffrykopis5468]

I don't understand something. Sure, it's LS heads and LS 1.7 rockers. But with a Ford block, Ford cam tunnel, Ford timing chain, and presumably a Ford distributor and firing order, why can't you use an off the shelf cam for a 351W? Why do you need an $800 custom cam?

[@gmtgearhds1072]

Because with the valve orientation in the cylinder head, the intake lobe on the cam is actuating the exhaust valve on the chevy head

[@jeffrykopis5468]

@@gmtgearhds1072 I see, thanks. That would be less than optimal, lol.

[@deonh8447]

Can someone explain to me why the cam had to be customized when the cylinders fire in the same order on both engines. Thanks

[@kierlak112]

I am wondering about the cam as well.

[@GroverBoysRacing777AdamGrover]

Valve events are different like he states. An ls opens the valves in an exhaust intake sequence where as a ford opens them in an intake exhaust sequence

[@deonh8447]

@@GroverBoysRacing777AdamGrover oh i see the valves in the head are flipped got it thanks

[@billycox8047]

He dosent want to be in this mess I had American cam do mine.

[@Hitman-ds1ei]

800 bucks and wouldn't put his name to it, that' sucks, dude if your watching you should have discounted it

[@lbh002]

bhal

[@rono3045]

Dished pistons!! You must not be going for high performance