479hp Ford 302 for $4,991 - Best Buck Banger

The Competition 185 is equipped with 2.02/1.60 valves that won't fit the factory piston valve reliefs on a stock short-block. We'd recommend using the AFR Competition 165s with 1.90/1.60 valves if you are going to build a mild street engine and don't want to change the pistons. But what fun is that?

For the dyno test, we ran Rockett Brand 114 race gas, but because the cranking compression is only around 185 pounds-thanks to the late intake closing point of the cam-we might be able to run stinky-sock E85 on the street. We'll try it and let you know.

One of the tricks to making power at high rpm is a good single-plane manifold. We used the Victor Jr. 302 that is designed to operate from 3,500 to 8,000 rpm. There was a slight port mismatch with the heads, but the Victor is designed with extra material so it can be opened up to 2.10 x 1.25. A good port match might give us 10 or more horses at the top.

After we warmed the engine and broke in the cam, Westech's Steve Brul readjusted the valve lash to the recommended hot lash of 0.016 intake and 0.020 exhaust. The valve springs are No. 8019 from AFR.

For the test, we used the moldy Westech dyno valve covers, but you can still get good, clean versions from Ford Racing. We used this set for the beauty shots.

We used the well-abused 655/750 hybrid Holley we built in the Feb. '06 issue for the dyno runs. Tony Mamo from Air Flow Research jetted them to 72 primary and 71 secondary for the big pull. Timing was set at 36 degrees.

We're having fun now. Our 302 made 479 hp at a gnarly 7,500 rpm, and it was still pulling hard at the top. We chickened out a little because the block, crank, and rods are stock. With good rods and a solid roller cam, this combo would go 8,000 rpm and make more than 500 hp. That's why we love the Ford 302: It's cheap fun for the track.