posted 04-13-2000 12:03 AM            

Question ... need help.

Did Ford Performance or Ford Motorsport product a high rise (or medium rise) single plane aluminum intake similar to the 351A or 351B with oval ports for use with OEM 4V Cleveland heads? If one was produced, can you help me with leads to locate one for a friend?

posted 04-13-2000 08:39 AM            

Check out this list of intakes, very nicely done by Dan Jones; http://www.panteraplace.com/page35.htm

posted 04-13-2000 10:37 AM            

Dan Jones

Intake Manifold List for Production 351C Cast Iron Cylinder Heads

Ford 351C intake (p/n D1ZX-9425-DA)
- low rise dual plane with Holley carb bolt pattern and squarebore
throttle plate bores
- aluminum casting, available over-the-counter

Ford 351C intake (p/n D0AE-9424-L)
- low rise dual plane with Holley carb bolt pattern and squarebore
throttle plate bores
- iron casting, fitted to early 4V engines fited with 4300 carbs

Ford 351C 4V intake
- low rise dual plane for Motorcraft 4300D (Holley bolt pattern
but spreadbore throttle plate bores)
- manufactured in aluminum (as fitted to 351 Boss and HO engines)
or iron (as fitted to CJ/4V engines)
- D0OE-9424-D = '70 cast iron spread bore
D1AE-9424-AB = '71 cast iron spread bore
D1ZZ-9424-B, G, F = '71-'72 Boss 351/HO aluminum spread bore

Ford 351C 4V intake (p/n D1ZX-9424-FA)
- high rise single plane aluminum intake with Dominator flange
- available over the counter

Ford 3x2 Barrel
- experimental 3x2 barrel dual plane intake
- designed to use either Corvette or big block Mopar vacuum
secondary tri-power Holley 2 barrel carbs
- due to carb spacing, only side hung float bowl will fit
- very rare

Bud Moore Mini Plenum
- plenum style intake with removable top
- developed for Boss 302's but used with spacer plates on 351C's

Bud Moore Maxi Plenum
- plenum style intake with removable top
- many different tops available including 1x4, 2x4, inline 4, 3x2, dominator
- essentially a tunnel ram design designed to fit under low hood lines

Edelbrock F-351 4V
- low rise dual plane with Holley carb bolt pattern
- obsolete part number, replaced by Performer 351 4V
- runner ports are smaller than intake ports for increased velocity

Edelbrock Performer 351 4V (P/N 2665)
- low rise dual plane with Holley carb bolt pattern
- runner ports are smaller than intake ports for increased velocity

Edelbrock F-351 2V
- low rise dual plane with Holley carb bolt pattern
- obsolete part number, replaced by Performer 351 2V
- runner ports are approximately the same size as cylinder head port

Edelbrock Performer 351 2V (P/N 2750)
- low rise dual plane with Holley carb bolt pattern
- runner ports are approximately the same size as cylinder head port

Edelbrock Scorpion 4V (P/N xxxx)
- high rise single plane with Holley carb bolt pattern
- similar in appearance Torker but taller
- no longer in production

Edelbrock Torker 351 (P/N 2760)
- high rise single plane with Holley carb bolt pattern

Offenhauser Dual Port 351C-4V (6013-DP)
- dual port design (runners split into top and bottom sections, plenum
split fore and aft, primaries feed longer path lower runners, secondaries
feed shorter path upper runners), Holley carb bolt pattern

Offenhauser Dual Port 351C-4V (6014-DP)
- dual port design (runners split into top and bottom sections, plenum
split fore and aft, primaries feed longer path lower runners, secondaries
feed shorter path upper runners), spread bore bolt pattern

Offenhauser Dual Port 351C-2V (6011-DP)
- dual port design (runners split into top and bottom sections, plenum
split fore and aft, primaries feed longer path lower runners, secondaries
feed shorter path upper runners), Holley carb bolt pattern

Offenhauser Dual Port 351C-2V (6012-DP or is it 6111-DP)
- dual port design (runners split into top and bottom sections, plenum
split fore and aft, primaries feed longer path lower runners, secondaries
feed shorter path upper runners), spread bore bolt pattern

Offenhauser Turbo Thrust 351C
- tunnel ram with various tops
- part number: 5935 base, 5936 single quad top, 5938 dual quad
top, 5993 single spreadbore top, 5937 Holley
single Dominator top, 5983 3 Weber IDA top,
6102 special low volume single quad (Holley or
spread bore) top

Offenhauser Port-O-Sonic 351C-4V (6120)
- high rise single plane with Holley carb bolt pattern

Offenhauser Port-O-Sonic 351C-4V (6121)
- high rise single plane with spread bore carb bolt pattern

Offenhauser Port-O-Sonic 351C-2V (6122)
- high rise single plane with Holley carb bolt pattern

Offenhauser Port-O-Sonic 351C-2V (6123)
- high rise single plane with spread bore carb bolt pattern

Offenhauser 360 Equa-Flow 351C-4V (5964)
- low rise single plane with Holley carb bolt pattern
- short runner design with split plenum (side-to-side), plenum divider
cut down and/or windowed

Offenhauser 360 Equa-Flow 351C-4V (5966)
- low rise single plane with Holley Dominator carb bolt pattern
- short runner design with split plenum (side-to-side), plenum divider
cut down and/or windowed

Offenhauser 360 "Single Quadrajet High Rise" 351C-4V (5965)
- low rise single plane with spread bore carb bolt pattern
- probably same as Equa-Flow

Offenhauser Dial-A-Flow 351C-4V (6127)
- high rise single plane with Holley Dominator carb bolt pattern
- has interchangeable "turtles" to adjust plenum volume and floor shape

Offenhauser Dial-A-Flow 351C-2V (6128)
- high rise single plane with Holley Dominator carb bolt pattern
- has interchangeable "turtles" to adjust plenum volume and floor shape

Weiand X-Celerator 351V-4V (7517)
- low rise single plane with Holley carb bolt pattern

Weiand X-Celerator 351V-2V (7516)
- low rise single plane with Holley carb bolt pattern
- ports are larger than head ports. It's essentially pre-ported and
requires the heads be match ported to the intake.

Weiand Hi-Ram 351C-4V dual Holley tunnel ram
- tunnel ram for dual Holleys
- p/n 1996 for '660' carbs
- p/n 2994 for Dominators

Holley Street Dominator 351C-2V (300-12)
- low rise open plenum single plane with Holley carb bolt pattern
- advertised as a universal fit for both 2V and 4V but the ports
are actually smaller than a stock 2V cylinder headintake port,
plenum is also smaller than other single planes
- One unique feature is that the plenum opening is trapezoidal and
will directly mount a stock Motorcraft 4300D spreadbore carb.

Holley Strip Dominator 351C-4V (300-13)
- high rise air gap open plenum single plane with Holley carb bolt pattern
- One unique feature is that the plenum opening is trapezoidal and
will directly mount a stock Motorcraft 4300D spreadbore carb.

FPP 4145 (mfg by Blue Thunder) 351C-4V (p/n 4145)
- high rise dual plane with Holley carb bolt pattern

FPP 4145B (mfg by Blue Thunder) 351C-4V (p/n 4145B)
- high rise dual plane with Holley carb bolt pattern
- same as FPP 4145 except the heat risers are blocked, the plenum divider
is cut down one inch and the carb flange enlarged

FPP 4146 (mfg by Blue Thunder) 351C-4V (p/n 4146)
- high rise dual plane with Holley carb bolt pattern
- same as FPP 4145 except the carb flange is machined for a Holley Dominator
carb (1050 CFM)

351C Intake Manifold Notes

- Ford SVO markets various Edelbrock intakes under different p/n's.
- There's a rumour that Holley or a second party may reintroduce the
Strip Dominator themselves, possibly with a 2V port size version as
well.
- Still need to add info on:
Australian Cleveland intakes
Mechanical fuel injection intakes
Hall Pantera Weber intake
Supercharger intakes

Ford DOZX 9425-A and DOZX 9C483-A
- lower and upper intake manifolds for inline 4 barrel Autolite carbs
- used on Boss 302 and 351C-4V (with spacer plates)
- See notes below.

Autolite Inline 4 Barrels

The Autolite inline 4 barrel carbs were developed as a way of dealing with
the single 4 barrel rule imposed by the SCCA in Trans Am racing. The thought
was since any 4 barrel carb was allowed, why not make a unit with the barrels
all in a single row for better distribution. Inline carbs came in 2 versions.
Part number DOZX 9510-A, aimed at Trans Am and NASCAR racing, used 1 11/16"
throttle bores and was rated at 850 CFM. Part number DOZX 9510-B, aimed at
drag and unlimited class racing, used 2 1/4" throttle bores and was rated at
1400 CFM.

Ford developed a companion 2 piece Cross Boss intake for use with inline
carbs on Boss 302 engines and, with spacer plates, on 351C's. The basic
Cross Boss arrangement consisted of a lower plenum, part number DOZX 9425-A,
with a bolt-on top cover, part number DOZX 9C483-A. The removable top made
porting easier. In classes that were not limited to a single four barrel,
an 8V cover was available that, in Ford's words, "provides one barrel per
bore, located directly above the intake passages". It is unclear from the
photos I've seen if this arrangement used independent runners or a plenum.
In any event, inline fours could be adapted to Weber or fuel injection
independent runner manifolds. In fact, Ford recommended using two of the
1400 CFM inline carbs on a Doug Nash fuel injection manifold for all out
351C drag racing efforts.

The carbs themselves used a lot of off-the-shelf Autolite 2 barrel carb
hardware. There were also calibration kits (part number D1ZX-9S549-AA)
and gasket kits (part number D1ZX-9502-AA). These were strictly race
carbs and were never equipped on any production vehicle. Early versions
didn't even have idle circuits, requiring a delicate throttle adjustment
just to get them to run @ 1500 rpm. Later versions were equipped with
idle circuits that apparently worked quite well. In a 1973 test conducted
by Ak Miller, a 351 Cleveland equipped with dual inline fours was tested
against an open plenum tunnel ram equipped with a pair of conventional
Holley 710 4 barrels. Low speed operation with the tunnel ram was termed
"very poor" and the engine didn't start to work until 5000 rpm. The same
engine equipped with an independent runner intake and a pair of the 1400
CFM Autolite inline fours faired much better. Peak horsepower matched the
tunnel ram but, with the inline carbs and independent runner intake, the
engine idled well at 600 rpm and pulled evenly across the rev range. Low
speed operation was termed "fantastic". Ford had great plans for the
inline carbs but like many of Ford's better ideas, the inline four died a
premature death when Ford pulled out of racing in the '70's.

Intake Manifold List for Yates and SVO High Port Aluminum Heads

Part Number Deck Head A/B Description
Hgt In/In
In
M-9424-A331 9.2 A3/C302 4.90/5.90 Essentially an Edelbrock Torker
casting with the lower port sections
filled in to match high port cylinder
ports, no air gap, no carb heat
M-9424-A331 9.2 A3/C302 6.25/6.25 NASCAR single plane, Roush
M-9424-A351 9.5 A3/C302 6.50/6.50 NASCAR single plane, Roush
M-9424-A351 9.5 Yates 6.50/6.50 NASCAR single plane, C3L flange
M-9424-B351 9.2 A3/C302 6.30/6.30 NASCAR single plane, short track
M-9424-C351 9.5 A3/C302 7.36/7.36 single plane Edelbrock
M-9424-D351 9.2 A3/C302 6.94/6.94 NASCAR single plane, Edelbrock
M-9424-E351 9.2 A3/C302 6.40/6.40 NASCAR restrictor plate
M-9424-E351 9.2 Yates 6.40/6.40 NASCAR single plane, restrictor, C3L
M-9424-EE351 9.2 Yates 7.50/7.50 single plane, restrictor plate,
lightweight, no valley tray
M-9424-F351 9.5 A3/C302 6.60/6.60 NASCAR single plane, restrictor plate
M-9424-F351 9.5 Yates 6.60/6.60 NASCAR single plane, restrictor plate
M-9424-G351 9.2 2V iron 3.50/4.30 street dual plane, Edelbrock Performer
M-9424-K351 all C302 ---/--- Kinsler fuel injection
M-9424-L351 all B351 ---/--- Kinsler fuel injection
M-9424-M351 all A3 ---/--- Kinsler fuel injection
M-9424-N351 9.5 A3/C302 ---/--- NASCAR, 2 piece for use with restrictor
M-9424-W351 9.2 Yates 6.87/6.87 NASCAR single plane, 4500-8500 rpm
M-9424-W351 9.2 Yates 7.97/7.97 single plane, no valley tray, C3L,
short track
M-9425-W351 9.5 Yates 7.50/7.50 single plane, C3L, short
M-9424-Y351 9.5 Yates 6.87/6.87 NASCAR single plane, 4500-8500 rpm

Edel #2960 9.2 Yates 6.97/6.97 Victor GN 351-Y, NASCAR Busch, Super Truck, and Winston Cup, no waterneck in manifold 2.8 sq. in. runners

Edel #2961 9.2 Yates 6.97/6.97 Victor 351-Y Spider, NASCAR Busch, Super Truck, Winston Cup, 5000-8500 rpm, requires separate lifter valley cover,3.2 sq. in. runners, no waterneck

Edel #2987 9.2 A3/C302 7.36/7.36 Victor 351-AH
Edel #2990 9.2 A3/C302 6.81/6.81 Victor 351-AH II 4500-8500 waterneck cast in

Edel #2991 9.2 Yates 6.97/6.97 Victor 351-Y 4500-8500 no waterneck, 2.95 sq. in. runners

IA-104BP 9.2 A3/C302 ---/--- Inglese downdraft Weber intake,
4 x 48 IDA

Intake Notes

1. In the above list, A3/C302 refers to the entire range of high port,
non-Yates, heads - A3, B351, C302, C302B, D302, and D302B. The
Yates intakes cover all except the recent "high port" version of
the Yates heads. There are no intakes currently in production for
... versions of the Yates heads.

2. Note there are two A331 intakes for the 9.2" deck height block.
One is a Roush intake and has "Jack Roush Eng" cast into one
of the intake runners and the A331 part number cast into another.
It has a level carb base (A/B heights equal) and is an air gap
intake like most of the other SVO high port intakes. The other
is basically an Edelbrock Torker with the lower portion of the
ports filled in. It has the A331 part number and Ford Motorsport
cast into the valley cover part of the intake and a canted carb
base. I have never seen any mention of the Edelbrock A331 in any
of the Motorsport literature.

3. The Kinsler manifold includes magnesium two piece castings (each
bank of four injectors bolts independently to a head), 2 7/16"
diameter throttle plates, stainless steel throttle shafts with
bronze bushings. Since they are two piece manifolds, bolting
directly each cylinder head, they will fit any deck height block.
Originally, SVO also listed three separate part numbers for the
Kinsler mechanical injection manifolds. Part number M-9424-K351
was for C302 heads, M-9424-L351 for B351's, and M-9424-M351 was
for A3's. In later years, only one part number, M-9424-K351 was
listed for the Kinsler injection.

4. It is rumoured that when SVO introduced the Yates heads, there was
a screw up with the part numbers for the intakes, assigning the same
numbers to both the standard high port intakes and the Yates intakes.
If you look at the table of intake manifolds above, you'll see
several part numbers that are shared by both the A3/B351/C302 and
Yates compatible intakes. I've been told that SVO's response was to
destroy the remaining non-Yates intake. Whether or not that is true,
it is true that intakes for the A3/B351/C302 heads are rarer than the
cylinder heads. Also, many of the intakes on the used market have
been ported, typically to increase high rpm power. If you're looking
to run one of these on the street, try to find one that's not been
ported or only lightly ported.

5. Now that Brodix has introduced a C302B replacement head, there's a
rumour that a secondy party may reintroduce the A351 and B351 SVO
high port intakes.

6. Intakes meant for standard Cleveland heads can be used with SVO high
port heads, though the extent of re-work necessary will vary with the
individual port size. The A3 intake ports are *not* relocated upward.
They simply have the lower portion filled in so any 4V intake will
bolt up. All that's required is to fill the lower part of the port
with aluminum weld and port match. I noticed this would be particularly
easy to do on my Offy 360. The port opens up (more precisely drops down)
at the end of the runner. Only a short section of the runner would
need to be welded up to match. B351 and C302 heads have smaller ports
so may require additional welding and/or port matching.

Edelbrock Victor 351 AH-II (P/N 2990)
- air gap high rise single plane with Holley carb bolt pattern
- for raised port aluminum SVO heads (C302) on 9.2" deck height
Cleveland and SVO blocks
- requires Windsor style water passages in heads
- waterneck section cast into manifold

Edelbrock Victor GN 351-Y (2960)
- air gap high rise single plane with Holley carb bolt pattern
- for raised port aluminum SVO heads (Yates) on 9.2" deck height
Cleveland and SVO blocks
- designed for NASCAR Busch Series and Winston Cup engines (approved by
NASCAR for Busch Series, Super Truck Series and Winston Cup)
- no waterneck provisions in manifold.

Edelbrock Victor 351-Y (2991)
- air gap high rise single plane with Holley carb bolt pattern
- for raised port aluminum SVO heads (Yates) on 9.2" deck height
Cleveland and SVO blocks
- designed for circle track racing applications
- no waterneck provisions in manifold

351M/400 Aftermarket 4 Barrel Aluminum Intake Manifold List

Edelbrock S.P.2.P. 400 (P/N 3370)
- low rise (A=3.5", B=4.9") dual plane with Holley carb bolt pattern
- CARB emissions approved
- advertised RPM range: idle-4000 rpm
- no longer in production
- low rpm type economy manifold with smaller than stock runners

Edelbrock S.P.2.P. 400-2V (P/N 5171)
- low rise (A=3.7", B=4.95") dual plane with Holley 2BBL carb bolt pattern
- CARB emissions approved
- advertised RPM range: idle-4000 rpm
- no longer in production
- low rpm type economy manifold with smaller than stock runners

Edelbrock Streetmaster (P/N 3190)
- need info

Edelbrock Performer 400 Non-EGR (P/N 2171)
- low rise (A=3.6", B=4.75") dual plane with Holley carb bolt pattern
- not CARB emissions approved
- advertised RPM range: idle-5500
- installation notes from Edelbrock catalog : choke block-off plate #8971
included, recommended intake gasket: Fel-Pro #MS96020.

Edelbrock Performer 400 EGR (P/N 3771)
- low rise (A=3.6", B=4.75") dual plane with Holley carb bolt pattern
- CARB emissions approved
- advertised RPM range: idle-5500
- completely different casting from 400 non-EGR
- can be used in three configurations:
1. OEM 2V carb and EGR system with supplied 2V EGR spacer
2. 4V EGR system with either an Edelbrock #8053 4V EGR spacer,
or an Edelbrock #8017 and Ford #E4ZZ9A-589E 4V EGR spacer
3. Non-EGR 4V system with an Edelbrock #8714 adapter.
- installation notes from Edelbrock catalog: recommended intake gasket:
Fel-Pro #MS96020.

Holley Street Dominator 351M-400 (P/N 300-20 or is it 301-14?)
- low rise, open plenum, single plane
- Holley/Carter standard 4 BBL and *Motorcraft* spreadbore carb bolt pattern
- advertised rpm range: idle-5500
- CARB emissions approved

Offenhauser Dual Port 400 (P/N 6033-DP)
- low rise dual port with Holley carb bolt pattern
- not CARB emissions approved
- advertised RPM range: idle-???
- '71 later 400

Offenhauser Dual Port 400 (6034-DP)
- low rise dual port with spread bore carb bolt pattern
- not CARB emissions approved
- advertised RPM range: idle-???

Offenhauser Dual Port 351M (P/N 6141-DP)
- low rise dual port with Holley carb bolt pattern
- not CARB emissions approved
- advertised RPM range: idle-???
- '75 and later 351M

Weiand Action Plus 351M/400 Series (P/N 8010)
- low rise (A=3.75", B=4.75") dual plane with Holley carb bolt pattern
- not CARB emissions approved
- advertised RPM range: idle-6000
- looks to be the highest performing performing of the bunch?
- might be the one with enough area to match 4V ports?

Weiand 351C-2V intake manifold to 400 block spacers (P/N 8205)
Price Motorsport Engineering (PME) also has spacers
Moroso may as well?

Notes:

The above intakes are for 2V style heads (U.S. and Aussie).

posted 04-13-2000 10:52 AM            

Mind if we archive this, too?

posted 04-13-2000 08:06 PM            

I seem to recall a post on the Pantera board a year or two ago about what is needed to make the Cleveland hit certain performance levels (300hp, 350hp, 400hp, etc.) including cam, intake, porting, etc. If that was you, it would be a great resource for this board as well.

Thanks again for the insight.

posted 04-13-2000 08:47 PM            

Thanks again, Dan. You are a tremendous asset to this web site.

posted 04-13-2000 10:00 PM            

Let me share with you that I have a set of NOS E3ZM 6049 C3 aluminum heads and a Jack Roush eng. intake with tag M 9424 A351 ... HOWEVER, on the front lip of the base plate it has been stamped B351 ... the mounting height of the carb is approximately 6.2 inches. Is this the B351 intake you refer to in your note #4 ... just curious.

Oh, and the heads are fantastic with mega flow numbers!

posted 04-14-2000 12:31 PM            

M-6049-C3 are early Yates heads, not the C302 high ports.
The do not use stock Cleveland valve train parts and require
an expensive rockershaft system. Do yours have the small 40cc
chambers?

>HOWEVER, on the front lip of the base plate it has
>been stamped B351 ... the mounting height of the carb
>is approximately 6.2 inches. Is this the B351 intake
>you refer to in your note #4 ... just curious.

SVO sold two different A351 part numbered intakes. One for
C302 heads and one for Yates. The A351 was for 9.5" Windsor
or SVO blocks. The B351 was for a 9.2" deck Cleveland block.
Often the intakes for a 9.2" and 9.5" use the same raw
castings. The only difference is where they drill the holes
and how much they mill the sides. Intakes like that will
have two end seal rails on the botom side, one for a 351C and
one for a 351W rail. You can see an example of at:
http://www.PanteraPlace.com/Pantera%20Pics/Dans%20intake%20a%202.jpg

On the right end you can see the two rails. The inner rail
(with the a hole drilled in it) is for a 351C, the outer is
for a 351W. Also on the left end, you can the square water
hole passage. Some intakes meant for Windsor deck blocks
may not have a waterneck or passage. In that case the water
is taken out the front of the heads whcih are drilled and
tapped.

>Oh, and the heads are fantastic with mega flow numbers!

Have the heads already been ported? The Yates and C302
heads were designed to allow custom porting. They don't
flow that well out of the box. The latest Yates heads
are an extreme case of this with tiny little raised ports.
BTW, do you need valves for them? I have a new set of
titanium valves for the early Yates heads.

posted 04-14-2000 08:12 PM            

Dan
The heads I have (M-6049-C3) DO take the standard Cleveland hardware. The combusion chambers are 65cc. The valves are 2.1 intake and 1.6 exhaust. (And I do have a set of titanium valves and keepers for the heads). Send me an e-mail ... [email protected] ... and I will send you some pictures of the heads and intake.

My intake is 'similar' to the one in your picture (bottom side) but no water passage ... I need to send a pic. The intake has been port matched to the heads.

>Have the heads already been ported?

The heads reportedly were ported by Robert Yates himself ... probably a myth ... but they are mighty fine. To give you an example, at .600" lift they flow 324 on intake side and 248 on the exhaust. There are some numbers stamped on each head ... I would assume by the shop doing the port work ... I can send pics and see what you think.

Thanks again for the info and hope you can help me to understand a bit more about these parts I have.

Gene

posted 04-16-2000 03:17 PM            

The flow numbers are impressive and similar to the A3's but are
achieved with smaller valves and ports, at least on the intake
side. So what are you going to run these in?

The intake appears to be a B351. The raw casting is an A351 but
with the ends milled to fit a 9.2" deck Cleveland or SVO block.

Do mind if I add your photos to the heads and intakes section at
Mike Dailey's Pantera Place website?

posted 04-16-2000 03:25 PM            

Back to your original question, Ford did not produce an
intake like the one you describe, though you can use high
port intakes since the intake port is smaller than the head
port. Also, a Holley Strip Dominator for 4V heads will fit
the bill.

posted 04-16-2000 04:40 PM            

>The flow numbers are impressive and similar >to the A3's but are achieved with smaller >valves and ports, at least on the intake
>side.

The exhaust flow numbers go to 258 @ .700" and 268 @.800". Am I wrong in thinking that the fuel/air velocity increases through the heads with these smaller valves and ports? Better for street use motor?

>So what are you going to run these in?

Well, I need to finish two projects I am working on right now before I decide for sure. So these pieces may sit for two years. At present I am considering purchasing an SVO 9.2" block and putting together a 427 to put into a '66 Shelby GT 350H look-a-like. (Would use a rack an pinion front end setup). But that plan could change over time.

I am finishing a 64 Falcon Ranchero street rod right now. I will be putting in a Cleavor 392 in it. Have all the motor pieces except the intake. I asked about that in another inquiry. I have a good friend in Rapid City SD who has one of the intakes ... he needs to let me know if it is the street boss or track boss.

As for posting the pics on a web sight ... please go ahead. Hopefully the information will help others. If you want better pictures let me know ... would only take a second to take and I would email them to you instead of you having to pull them off a web site.

Thanks again
I am sure I will have more questions for you later.

posted 04-17-2000 02:34 PM            

That is correct, though it depends upon the minimum area and area change
ratio. A higher velocity makes resonant tuning stronger so things like
headers become more effective. It's better for street or race.

>At present I am considering purchasing an SVO 9.2" block and putting together
>a 427 to put into a '66 Shelby GT 350H look-a-like. (Would use a rack and
>pinion front end setup). But that plan could change over time.

What stroke and rod length are you considering?

By rack and pinion do you mean Mustang II style or adding a rack to
the existing suspension? I have a 351C in a '66 Mustang and the
headers required to get the engine to fit with the stock shock towers
turn down sharply and would negate any benefit from the raised port
heads. The MII front end would give you room to run decent headers
as would the Griggs front end (mini shock towers). The Griggs set up
is $$$ but would certainly have better cornering geometry.

Also, except for the Edelbrock A331 (for wide port A3's), none of the
SVO intakes will fit under the hood. Some sort of a hood scoop will be
required.

>I am finishing a 64 Falcon Ranchero street rod right now. I will be putting
>in a Cleavor 392 in it. Have all the motor pieces except the intake. I
>asked about that in another inquiry. I have a good friend in Rapid City SD
>who has one of the intakes ... he needs to let me know if it is the
>street boss or track boss.

The Track Boss would be the preferred intake for the stroker. It's
much like a Weiand Xcelerator 351C-2V in porting and plenum size.

Is the 392 using a SCAT crank? Are you using custom pistons or perhaps
Boss 302? If Boss 302, remember you can't use the 351W rods like other
SCAT combos because the Boss 302 compression height is different from
standard 302's.

>As for posting the pics on a web sight ... please go ahead. Hopefully the
>information will help others. If you want better pictures let me know ...
>would only take a second to take and I would email them to you instead of
>you having to pull them off a web site.

Thanks, the pictures you sent should do just fine. I also have several
pictures comparing Yates, high port, and iron 4V heads to add.

>Thanks again

You're welcome.

>I am sure I will have more questions for you later.

Fire away.

posted 04-17-2000 03:09 PM            

Dan

I will be using the Motorsport stroker crank A385, with Aussie (302 rods? 6.025") and Boss 302 pistons (C.H. 1.530").

Gene

posted 04-17-2000 06:33 PM            

Let's see:

rod length + crank stroke/2 + piston pin height = deck height
6.025 + 3.85/2 + 1.530 = 9.48"

Yup, that'll work.