cam lift

tw heads/tfs stage II cam/ is the valves gunna hit the stock pistons? if so what abotu teh stage I

Twisted wedges usually require flycut pistons with any cam...

how do you get the pistons out? you have to take the whole rotating assembly out dont ya? cuz that blows maybe ill supercharge it and worry about that when i have more time.

Twisted wedges usually require flycut pistons with any cam...

Correct me if im wrong because I could be but aren't those heads designed so you don't have to have flycut pistons.

i just asked over at mustangexhaust.com and i had a reply sayin ghe thought if i retained the stock valves i can use up to a .550 lift on stock pistons! is that tru anyone

i just asked over at mustangexhaust.com and i had a reply sayin ghe thought if i retained the stock valves i can use up to a .550 lift on stock pistons! is that tru anyone

Hmmmm, I would research that a little maybe someone here with a little better expertise could better answer that. My question is, why waste the time putting a cam like that in and still have to deal with the smallish valves in the stock heads? Even if you get away with the lift your still dealing with 1.78/1.46 valves. Get better heads with larger valves and you won't need that kind of lift to make power.

i was plaining on the twisted wedge heads not stock

Stock heads/valves will usually clear up close to .550. I ran .513/529 on stock pistons and stock GT-40 heads. It's also gonna depend on your duration. My duration is only 216/220.

I may be wrong about the TW heads. I don't remember now, I avoid those like the plague after I saw what happens after a few thousand miles of a Ford motor running a Chevy valve angle...

I've heard rottent things about twisted wedge heads, but I've never seen any articles, can you elaborate.

It hasn't really been covered in mags, TFS must really pay well for their ads, but read around some of the dedicated Mustang forums and you will learn that TW's have a bad rep for pounding out spring perches, damaging pushrods, and valve guide issues. They work extremely well for a while, but they are time bombs. It isn't seen as much now because everyone who would normally have jumped on the TW bandwagon is out buying AFR 165's or 185's.

I'm curious about your heads, I was considering Windsor Jr. Lites myself, but I'm back on the GT-40X path after seeing flow #'s on the iron Windsor Jr.s-they were about the same as my GT-40 Irons.

Well I got lucky, I too was a little concerned about the flow #s myself but the guy I bought these from had full bowl work to unshroud the valves and had lots of work done to the exhaust ports to improve flow around the valve seat. The flow sheet on these heads were 240 cfm on intake and 200 cfm on exhaust @ .500 lift. I gains loads of torque when I bolted them on so I am very happy with them. If I hadn't found these I was looking at the 180 Roush heads. Check them out.

http://www.racerwalsh.com/v8_cylinder_heads.htm

These heads are supposed to be the new and improved windsor Jr's I've got a friend with these heads and he runs very well low 13's.

Already checked out the 180s. Problem is, I want aluminum (11:1 comp. sounds way cooler than 9.5:1) for weight savings and other reasons. I'm pretty much set now on getting GT-40 X 305's (58cc) and doing my own port work (gasket match and CC match the chambers), and mill them for stud mount rockers/guideplates.

how do you find out what you compression ratio, and displacment will be after new heads? is there an easy formula for these? thanks the craig

how do you find out what you compression ratio, and displacment will be after new heads? is there an easy formula for these? thanks the craig


Displacement does not change with a head change ie. combustion chamber size change.

Static CR does have a formula to calculate it and no it is not easy.

You can use TW heads w/o flycutting. You should clay your pistons though to measure the clearance. I doubt the stage 2 cam will work. Stage 1 cam will work though