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Author
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Topic: 351 Cleveland Details
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-04-99 12:40 AM
Looks like you guys have got a good site going with people that know their stuff. I don't know about that moneymaker mopar taxi loving guy though (just kidding Alex). Should be pulling the cleveland out over the weekend to start rebuild. Keep up the good work, Tom
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 06-04-99 09:28 PM
Hey Tom, welcome to the site!What are you planning for your 351C?
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-04-99 11:34 PM
I am getting ready to rebuild the CJ engine in my 72' Mach 1 (3500 lbs. with
driver). BLOCK-bored .030" and honed with torque plate, stock crank, rec. rods with arp rod bolts, trw forged flattop pistons (9.2:1 comp. approx.), cam research
restrictors, oil,pump and external oil line, quality machine work as needed,
Cam research cam and kit (cam specs are: dur. 290 I [email protected]" 300 E.
[email protected]" Lift is .540" I, .560" E 111 degrees L.C., double roller timing
set.
HEADS- (72 open chamber 2.19 I 1.71 E)
stainless valves with single groove for keepers, bronze guides, seats if
needed, cam research springs, keepers, and retainers. Mpg port plates, I
may do some bowl cleanup, Crane conversion for adjustable valvetrain,
Harland sharp roller rockers. INDUCTION- holley 750 vac. sec. with sec.
metering block added, Edelbrock F-351 dual plane intake (possibly with 1"
spacer to help top end, should I use open or 4 hole spacer?). EXHAUST is 1
3/4" primary tube headers with 2.5" exhaust and Dynomax mufflers. TRANS. is
C6 with CJ converter (approx. 2800 stall), DIFFERENTIAL is 9" with 3.70
gears and 26" tires (may switch to 3.90 soon). This is not a daily driver
but a weekend cruiser that will see some occassional strip duty. Any
comments or suggestions are welcome. Thanks, Tom
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 06-05-99 01:07 PM
Really good combination.The only part I really don't like is the Crane adjustable rocker arm kit. While it's an excellent idea to make your valve lash adjustable, this kit in not suitable for high performance use, in my opinion. I used this kit on a '70 351C 2V I built for a '86 F-150 I had. It's a pretty Mickey Mouse set-up, in my opinion. The studs are 5/16" threads on the head side, then are stepped up to 7/16" at the rocker arm ends. This creates a tremendous weakspot. I can easily imagine these studs snapping at high rpms. Then good luck getting the hardened stud remnants out of your head. I also had a problem with the studs backing out and my motor eating up pushrods twice on me with this set-up. The first time I thought I hadn't torqued them properly, but when I had it happen again I knew that wasn't the case. I figured that tiny step left at the stud transition wasn't enough to keep the stud adequately in tension. {torqued} The second time I used red Loctite on the studs and they held until I traded in the truck four years later. This was a motor that only made 325-350 horse max, if that, and I only ran up to 5,500-6,000 rpm. I didn't feel these studs were strong enough for that motor. I also felt those plastic inserts would get brittle and break after a few years. {They insulate the non-hardened pushrods from the mini guide plates.} If you really want to build a good valvetrain, you really should have your heads milled and tapped to accept the Boss 351 guide plates and studs. {Use aftermaket, or Chevy Big Block studs, the Ford and Motorsport studs are junk. Mind you, I never knock Ford parts, but trust me, they are junk. I bought some and either returned them or threw them away.} When I had my Mustang's '70 351C 4V quench heads milled, I think it only cost me about $300, and I consider that the best $300 I ever spent. It effectively turned my heads into Boss 351 heads.
On the carb spacer, you definately want the 4 holer, in order to create a strong vacuum signal at your throttle plates.
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-07-99 01:25 AM
I pulled and disassembled the cleveland sat. Everything looks pretty good. The cylinders are still std. bore and there was no ring ridge. It even has the baffled pan with what looks like a scraper. I will get it to the machine shop this week. Thanks, Tom
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Moneymaker
Administrator Posts: 25052
From: Lyons, IL, USA
Registered: MAY 99
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posted 06-07-99 10:12 AM
Sounds like the right way to do a 351C Tom. Also welcome from me too! I agree on the rocker arm issue with Steve. Roller rockers have gotten so inexpensive these days, it isn't worth taking a chance with anything else. thanks again, Alex------------------
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 06-08-99 08:27 PM
Alex,What I was talking about was the stud conversion kit from Crane. It replaces the stock Ford rocker arm bolt and non-adjustable pedestal stand with a double sized {5/16" on the head side, 7/16" on the rocker arm nut side.} hardened stud and mini guide plates with nylon inserts. The studs have a small step/seat that retains the mini guide plates to the heads. The kit is good in principle, but short in engineering, I feel. Have you seen these before? ------------------
SteveLaRiviere/Administrator Latest Update:
Added Rich Pajzer's Article on Installing Gauges
to '71-'73 Mustangs to the Archives Section.
Take a look! https://mustangsandmore.com/ubb/Archives.html
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 06-08-99 08:30 PM
Tom, please don't think I was knocking your selection of parts, I was just hoping to save you a little aggravation.The rest of your parts selection seems very well thought out to me. ------------------
SteveLaRiviere/Administrator Latest Update:
Added Rich Pajzer's Article on Installing Gauges
to '71-'73 Mustangs to the Archives Section.
Take a look! https://mustangsandmore.com/ubb/Archives.html
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Moneymaker
Administrator Posts: 25052
From: Lyons, IL, USA
Registered: MAY 99
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posted 06-09-99 07:34 PM
Steve, and Tom. I am familiar with the Crane conversion and have used it before. I feel with as good a combo that Tom has come up with, it warrants the roller rockers, intead of just rollerized fulcrums.  Alex------------------
Alex Denysenko Co-Administrator and Moderator
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-10-99 01:28 AM
I took the block, heads, crank and rods to the machine shop today to be checked out, I should know something by the end of the week. Have you guys ever heard anything about FMS pushrods? The price is good and they are supposed to be hardened. Thanks, Tom
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 06-10-99 07:32 PM
Tom, I forgot to mention I love the specs of your cam. I'll be real eager to hear how it turns out.Make sure your pushrods are 5/16" to fit with your guide plates. Alot of high performance pushrods are 3/8", such as the Crower ones. I have a set I bought, but I couldn't install because I wanted to keep my Boss guide plates. For comparison pricing, check out the TRW replacement for the '71 351C Boss. That's what I have on mine, and they are very nice, plus they were very cheap. You'll be able to tell they are hardened by their shiny-ness as opposed to the dull gray finish of stock replacements. Plus you can also use the 'triangular file test.' ------------------
SteveLaRiviere/Administrator Latest Updates: *Created the Thunderbird Forum! *Appointed MLariviere {Maniac Mike} as Moderator of the Ford Truck Forum! Congrads, Mike!
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-11-99 01:56 AM
Steve, I learned about Cam Research through a pantera web board and these guys can usually afford to buy whatever they want. One guy using the same cam as mine says that he can goose the throttle at 20 mph and it will break the back tires looose. Pretty good low end response for a 4V cleveland. The cam and lifters run $150. Cam Research is affiliated somehow with MPG head service that makes port plates for the 4V heads. I like dealing with a company that knows clevelands at least as well as I do. Everytime I called comp cams they gave me a different reccomendation, everything from a 270H to a 292H. But they didn't make a split pattern cam with the specs I wanted. I wish that they made the extreme energy cams for the cleveland. I think that these cams would work well for clevelands. The cam I will be using has a short duration (about the same as a Comp Cam 270H @ .050") but with more lift than the 280H from comp cams (.010" intake and .030" more exhaust. The closest cam to mine that I have found is a Lunati Bracket Master which has almost the same lift, same duration, but is ground on a 114 LCA. I have been very happy with the tech service at Cam Research (303)762-8196. I'll let you guys know how it all turns out. Thanks, Tom
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 06-11-99 03:39 PM
Thanks, Tom. I'll be looking forward to it.------------------
SteveLaRiviere/Administrator Latest Updates: *Created the Thunderbird Forum! *Appointed MLariviere {Maniac Mike} as Moderator of the Ford Truck Forum! Congrads, Mike! *Created Sam's Place Forum, and appointed Sam as Ruler! *Appointed IIGood {Frank Shannon} as Moderator of the Mustang II Forum!
Welcome, and Congrads, Frank!
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Moneymaker
Administrator Posts: 25052
From: Lyons, IL, USA
Registered: MAY 99
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posted 06-12-99 01:35 AM
You know Tom that Comp Cams will grind you a cam to "spec", don't you? You don't have to buy one out of the cataloge. If you need a referal, let me know. Alex------------------
Alex Denysenko Co-Administrator and Moderator
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-12-99 05:26 PM
Everything checked out pretty good at the machine shop. I just need the std. machine work (bored .030", line honed, resize rods, turn crank, square deck, valve guides, (seats are ok), etc. No cracks just normal wear. They will machine my heads for screw in studs for $125, so I will get it done. Do you guys reccomend getting this engine line honed? Thanks, Tom
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Scott (69Mach)
Gearhead Posts: 719
From: Walnut Creek, CA USA
Registered: JUN 99
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posted 06-12-99 06:19 PM
Minor point, but I'm pretty sure the Lunati cam (part number 00093) has a 112 LCA. It's ground almost identical to the Cam Research cam. However, I think your making the right call sticking with Cam Research. Gotta support the folks that support us Clevelanders.I talked with Scott at Cam Research and got the same cam recommendation for a nearly identical build. However, I thought he said it was 226/235 @ 0.050". All the other specs were as you listed them. Do you have the cam card? Final question: won't the Performer strangle your high flowing heads in the upper RPM range. The cam you've got seems like it'll rev to 6,500 rpm or so, past the flow capacity of the Performer. Final comment: Grind off the bump on the exhaust port. That's gotta add at least a couple of cfm. I did it on my 4V quench heads. I presume the open 4V heads are the same and that you won't grind into a smog hole and trash your heads.
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-12-99 11:58 PM
Scott, you are correct on the lunati cam. I looked at their web site last night and realized that my memory had served me wrong. I think that grinding down the hump in the exhaust port floor would be a good idea if your not using port plates. The port plates effectively raise the port floor to the the level of the hump from what I understand. I believe that the .050" specs you mention may be for the solid cam that was reccomended, but I can't seem to locate my notes at this time. As for the intake, several pantera guys that I have talked to report having no problems revving up to 6K using this intake. I feel that I can always remove a portion of the plenum divider and/or use a carb spacer to get more top end. A dyno test I read between the F-351 and torker showed that the dual plane outperformed the torker up till about 5K. I feel that with an auto trans. and fairly heavy vehicle that I will try the dual plane intake first. I may go with the Ford Power Parts dual plane at a later date if I really need more rpm. Thanks, Tom
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Scott (69Mach)
Gearhead Posts: 719
From: Walnut Creek, CA USA
Registered: JUN 99
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posted 06-14-99 10:13 AM
The bump I was referring to is on the exhaust port roof, not the floor hump area. Apparently they cast in a spot where they could drill for EGR or something like that right in the roof of the exhaust port. It sits where the gas velocities should be the highest and has to interfere with the flow. I hope I haven't screwed myself for the port plates, but figured they filled in the bottom of the port and that grinding in the top part of the port wouldn'e affect them. Is the dyno comparison you referred to on the web? Do you have an address? Sounds like you have a killer engine in the works. Good luck, Tom.
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-15-99 01:26 AM
Scott, thanks for the tip on the exhaust ports, I'll check it out. It sound like a good mod. I got the article sent to me from Rich Pazger (something like that). If you can send me your address privately I would be happy to send you a copy via snail mail. Thanks, Tom
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-15-99 01:36 AM
Scott, thanks for the tip on the exhaust ports, I'll check it out. It sound like a good mod. I got the article sent to me from Rich Pazger (something like that). If you can send me your address privately I would be happy to send you a copy via snail mail. Thanks, Tom
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-23-99 11:52 PM
Scott, I recieved my parts from Cam Research today and you are correct on the cam specs. They are: Duration I 291 ([email protected]"), E 300([email protected]") Lift I .540 E .560. Sorry for the misinformation. I ground out the bumps in the exhaust port roof that you mentioned and it looks like a good idea. I also polished the exhaust ports and the combustion chambers. I will leave the intake side alone. I test fit the port plates and they look like they will be effective. Still waiting on overhaul kit, pistons and other parts to come in. Thanks, Tom
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Alex
Gearhead Posts: 148
From: Melbourne, Vic, Australia
Registered: JUN 99
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posted 06-24-99 01:14 AM
Hey, this is a pretty interesting conversation! Let me know how you go with that cam. I'm considering going up from 214/222 to 222/230, but need some feedback on idle quality?I'm using Yella Terra adjustable roller rockers. I doubt you can get them in the US, but they are great because they are bolt on with no need for studs or guide plates. I'd also be interested in a back to back comparison of a Performer vs single plane with 4V heads. With my 2V heads (ported with 4V valves) and 214/222 cam a 2V performer was 1/2 second faster over the 1/4 than a port matched Wieand Xcellerator single plane. 5000 rpm+ they seemed about the same, but less than that the Performer way way stronger - but interestingly not as smooth? The local machine shop guy says that the single plane is worth 30 hp with a bigger cam, so if/when I go to a bigger cam I'll compare the manifold again. How do you find that cam?
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Scott (69Mach)
Gearhead Posts: 719
From: Walnut Creek, CA USA
Registered: JUN 99
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posted 06-24-99 06:10 PM
Tom, this will be an interesting comparison. We should be nearly identical except for the manifold (I'm going Weiand X with the plenum divider). I'm was a trigger pull away from the cam purchase and at the last second I'm starting to think I should splurge and order a roller cam. It could be worth 20 or so hp in decreased friction alone. I'll probably pull that trigger next week. This'll make for another interesting comparison.How did the chamber polishing turn out. I saw you post at DeTomaso and figured you were nearly done. Did it take long??? Did you use the polihing kit by Standard Abrasives (I think that's the name)? How was the port polishing? I get my heads back (the second set) next week and will start my bench grinding/polishing work prior to having the shop piece it all together. Fill me in on what you did. Have you seen Vizard's second book on making horsepower (carbs and manifolds)? Lots of good ideas that could increase the flow of your Performer into single plane territory without any loss on the bottom end. Stuff like radiusing the plenum roof edges. You've got a grinder so the mods would be pretty easy. Final question, what the heck do the MPG intake and port plates look like. I heard that you need to epoxy in the lower portion of the manifold for best effect, especially on the Torker. Does this seem correct based on what the plates look like? Good Luck!
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 06-25-99 01:48 AM
The port plates seem to fit very well. The tongues that extend into the ports are shaped to match the port wall contours. I did most of the combustion chamber and exhaust port polishing with a dremel tool with a flex shaft and 60 grit then 120 grit sanding rolls. I own a die grinder but I used the dremel because I wanted to remove as little metal as possible. I have one head finished and will do the other head tomorrow. It probably takes 2-2 1/2 hours per head to do what I did. I simply smoothed the cast rough finish without altering chamber or port shape.
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 11-11-99 04:18 PM
Tom and Scott, how are your 351C projects progressing?------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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Scott (69Mach)
Gearhead Posts: 719
From: Walnut Creek, CA USA
Registered: JUN 99
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posted 11-12-99 05:52 PM
Heads are done except for springs. I originally had the Cam Research single springs that came with the 226/235 cam. After talking to the speed shop building my engine, I decided to send back the singles and get duals. Higher rev potential if I need more cam and less stress on the springs for the cam I have now. Machined the pedestals for stout studs and we bought Crane Gold Race roller rockers to install once we get the springs. The block is at the shop getting torn apart. Haven't heard from them yet. Went with the Blue thunder dual plane intake, but haven't bought a carb yet. I'm probably two months from spinning the tires.
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 11-12-99 08:15 PM
Would there be any chance that you would have any photos of the Blue Thunder intake that you could post, or point me to photos on the web?------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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mach72
Gearhead Posts: 127
From: Bixby, Ok. USA
Registered: JUN 99
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posted 11-12-99 11:57 PM
Hey guys, the cleveland is running, I'm just doing some tuning now. Carb, timing etc. I haven't driven it much yet, working overtime for some front end work and new front tires. I posted about a week ago with more details. Thanks, Tom
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 11-13-99 12:07 PM
I remember that post, Tom. You had just come back from the first ride.I was just wondering how thing were going. ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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Daniel Jones
Gearhead Posts: 790
From: St. Louis, MO
Registered: AUG 99
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posted 11-13-99 03:22 PM
>Would there be any chance that you would have any photos of the Blue
>Thunder intake that you could post, or point me to photos on the web?I should have pictures of my Blue Thunder intake up in the next week
or so. They will be posted over at Mike Dailey's Wild Rides website,
along with some commentary. Currently there are pictures of my: Weiand Xcelerator 2V (as installed on my '74 Pantera)
Holley Strip Dominator
Roush A331 intake for aluminum SVO high port Cleveland heads Also there you'll find pictures of: Edelbrock Performer 4V (as installed on Mike Dailey's '72 Pantera)
Terry Parker's new 4V race intake
Modified high port intake (cut in two and widened to fit 400 block) Elsewhere on the site are pictures of Dick Koch's fuel injection manifold
(custom upper plenum on top of tunnel ram lower) and Pantera Performance
Center's Weber-like fuel injection set-up. We'll have to move them over
to the intake section. Next week we should have pictures of my: Edelbrock F-351 2V (same as Performer 2V)
Edelbrock A331 for aluminum SVO high port Cleveland heads (an entirely
different intake than the Roush A331)
Blue Thunder high rise dual plane
Offenhauser 360 split plenum single plane
Bud Moore "Box" intake (a very cool intake)
Edelbrock Victor AH-II (special prototype model) and also pictures of a rare 3x2 barrel Ford experimental intake (alas,
not mine). In a couple of weeks, I'll put up pictures of my normal AH-II Edelbrock
Victor AH-II (production model) and Track Boss (for 2V heads on 351W
block). Some of the intakes are still dirty but when I head back to
Cincinnati over the Thanksgiving holiday, I'll clean them and shoot
some more pix. If you have an intake different from the ones listed above, take a
picture and send me a jpeg. Eventually, I'd like to have a picture
of every intake manifold produced for the Cleveland to go along with
the intake list I've worked up. Dan Jones
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 11-13-99 03:33 PM
Thanks, Dan.What's the web address for Mike Dailey's Wild Rides? ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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Daniel Jones
Gearhead Posts: 790
From: St. Louis, MO
Registered: AUG 99
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posted 11-14-99 06:27 PM
Mike moved his Pantera (www.TecTelSolutions.com/pantera/) page off of his son's
site (www.wildrides.com) because it was getting too big. We put the intake manifold
pictures up today at http://www.TecTelSolutions.com/pantera/page35.htm but I still
need to write up some descriptions. For now, the Blue Thunder is the one on the
right with the big ports just above the words "Intake 6" but that will change when I
provide the descriptions. The one on the left is an Edelbrock Performer F-351 2V.
Note the difference in shine. The F-351 2V has been bead blasted and the Blue
Thunder appears to have been coated. It's not apparent in the picture but the
Blue Thunder has a very smooth finish and would be easy to polish. Some of the
other manifolds are still dirty in the pictures we took. In a few weeks, I'll clean
them and get some better pix.Other neat stuff on the site are pictures of my A3 and Phase 1 1/2 high port SVO
aluminum Cleveland heads. Note how raised the exhaust port is. It's a pity Ford
didn't make them that way to begin with. Also check out my twisted connecting
rod. I found out about stock Cleveland valves the hard way. My Pantera is also on Mike's site at http://www.TecTelSolutions.com/pantera/page29.htm
I recently bought a '56 Ford F100 pick up truck project and will be swapping the Pantera's
Aussie-headed 351C into the F100 once I put it all together. It's an all aftermarket
truck with fiberglass cab and tilt front and should weigh around the same as the
Pantera, so the 351C ought to make it scoot. Plans for the Pantera are to build a
400 FMX block (the rare one with a smallblock bellhousing bolt pattern - bolts up
to the ZF 5 speed). It'll be topped off by a set of high port heads and intake manifold.
Still haven't made up my mind whether or not to stroke it. 430 cubes sounds like
fun in a Pantera. Dan Jones
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
|
posted 11-14-99 06:52 PM
Thanks, Dan! These web pages were very interesting!Your Pantera is stunning! Would you mind if I took those photos and made a page for you in our Member's Photo Page section? ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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mustangs68
Moderator Posts: 21889
From: Buckroe Beach Va MCA#39406 M&M #12 Member Mustang Club of Tidewater
Registered: MAY 99
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posted 11-14-99 08:42 PM
Steve your correct..very nice,,,Dan Please allow Steve to set you up a members page..sam
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Daniel Jones
Gearhead Posts: 790
From: St. Louis, MO
Registered: AUG 99
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posted 11-15-99 02:12 PM
Sure go right ahead. I've also got a couple
jpegs from the '56 F100 truck project I
purchased off Ebay.
Dan Jones
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Rich Pajzer
Gearhead Posts: 72
From: Newton, New Hampshire Boss 351
Registered: JUN 99
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posted 11-15-99 11:04 PM
just checked out those Pantera
sites...wow..those "Cleveland" parts
there making in the land down under!
Ga-day!
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Rich Pajzer
Gearhead Posts: 72
From: Newton, New Hampshire Boss 351
Registered: JUN 99
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posted 11-15-99 11:24 PM
Just want to say that I run a Torker in my Cleveland using a home-made Plenum Divider. The only reason a "Strip Dominator" might make more power than a "Torker" is because the "Dominator" is a "cold" maifold. Just look at the Runner and Plenum layouts between the two and you'll see which is the most restrictive of the two. Run a torker set up for no exhaust heat, richen the carb, blend the plunem into the runners, you'll be right on top. Jack Roush used "Torkers" on all his Super Stock engines that he built and sold.
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Rich Pajzer
Gearhead Posts: 72
From: Newton, New Hampshire Boss 351
Registered: JUN 99
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posted 11-16-99 08:47 AM
Steve, what do you find wrong with the
stock Boss Rocker Studs? I use them
and would like to know..Thanks
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Daniel Jones
Gearhead Posts: 790
From: St. Louis, MO
Registered: AUG 99
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posted 11-16-99 10:10 AM
I just finished adding the text to the Cleveland parts pictures over at Mike Dailey's site. Take a look:
http://www.TecTelSolutions.com/pantera/page35.htm
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 11-16-99 08:09 PM
They were cold forged and very rough.The GM big block studs I used were centerless ground and had rolled threads. Very nice pieces. ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future! [This message has been edited by SteveLaRiviere (edited 11-17-99).]
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
|
posted 11-16-99 08:53 PM
Dan, excellent job!Man, what pictures! I had never even heard of a 351C six pack manifold! ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
|
posted 11-17-99 07:32 PM
I just created Dan's page for his Pantera.
Check it out. What a nice car! https://mustangsandmore.com/ubb/DanJones.html ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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Daniel Jones
Gearhead Posts: 790
From: St. Louis, MO
Registered: AUG 99
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posted 11-18-99 10:52 AM
Sorry, I already have a '66 fastback. It also has a 351C and a five speed (Tremec TKO). The F100 will also have a 351C and five speed.Dan
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I65Stang
Gearhead Posts: 6217
From: Folsom, CA
Registered: JUN 99
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posted 11-18-99 05:59 PM
How much beating on the shock towers and other modifications did you have to do to get the 351C into the '66? ------------------
Tim
1965 Mustang coupe, 200 ci w/ a Holley 2300
come.to/65mustang Support Mustangsandmore.com and Buy a T-shirt!!! www.mustangsandmore.com/ubb/Tshirtphotos.html
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SteveLaRiviere
Administrator Posts: 42139
From: Saco, Maine
Registered: MAY 99
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posted 11-18-99 07:41 PM
I just added the photos of Dan's new '56 F100 project truck.I think this man is having too much fun! lol ------------------
SteveLaRiviere/Administrator Mustangsandmore.com Cherishing the Past,
While Racing into the Future!
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Daniel Jones
Gearhead Posts: 790
From: St. Louis, MO
Registered: AUG 99
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posted 11-19-99 09:50 AM
>How much beating on the shock towers and other modifications did you
>have to do to get the 351C into the '66? None really. I used a special set of swap headers. To bypass the
shock tower interference, one tube on each side crosses under the
oil pan and goes into the opposite side collector. My headers were
from Total Performance and fit poorly but Tubular Automotive also
makes similar headers which supposedly fit better. I made some notes on swapping 351W's and 351C's into '64 to '66
Mustangs. They are kind of long so I sent them to Steve to put
in the technical archives. Take a look for the details. I also
sent him a later version of my C4-to-AOD notes. Dan Jones
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