From: hotrod@dixie.com (The Hotrod List)
Subject: 351C trivia...
Date: Wed, 30 Dec 92 04:09:30 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Dec 29 23:09:23
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-> First, anyone who can't get a 351C to rev to more than 6,000 rpm has
-> either:
-> 1) weak valve springs - causing valve float.
-> 2) A very mild cam.
-> 3) Any of a host of ignition/timing problems.

 So I figured, only I have no idea what the CR, ignition, and cam timing
specs are for Australian 351Cs, which is what we were talking about.


-> Even the 2V heads have intake/exhaust ports that should let the
-> engine rev to 7,000 (it'll probably peak at 5,000 - 5,500, though, in
-> terms of max. H.P.)

 They're good to 7000, leveling off at 7500.  Caveat:  you *must* have
an appropriate intake manifold to actually wind the engine that high.


-> "Wimpy" castings - nominal spec. for the cylinder walls is somewhere
-> around 0.1" or more - hardly "sheetmetal".  My Ford references do say

 Jack Roush says he's seen US 351C castings as thin as .070, which is
cutting it pretty damned fine.  That's why lots of 351C racers used to
resort to pouring concrete into the water jackets or running bolts
through the water jacket to the cylinder wall, or both.  Then they all
switched to the Australian blocks, and then to the SVO blocks.  You
don't see many (any?) passenger-car Cleveland blocks in NASCAR or Pro
Stock nowadays.


-> 302 revving - better make sure you've got the good rods (3/8" rod
-> bolts, *not* 5/16ths.)

 Only the BOSS and 302 T/A had 3/8 rod bolts.  The BOSS rods are 5.155
long, same as a 289, whereas the standard 302 rods are 5.090.  You'd
have to be vewy vewy cawful with assembled height vs. deck height, and
you'd probably wind up machining the pistons.  The T/A rods are 5.312,
which would require a special piston with the pins raised .222.  Of
course, considering what you'd pay for such items, they'd be happy to
make them in .020 overbore.  <grin>


-> 302 wimp motors?  Drop by a dragstrip some day.  Look at where the
-> 5.0 L LX's/GT's are running.  I've seen times in the mid to high
-> 12's, with end

 That's nice, but pitting a 302W against a 351C is bringing a knife to a
gunfight.  The Cleveland heads are more efficient to begin with; add 49
more cubes and you have an unbeatable advantage.


-> While I'm posting, does anyone know if there's an aftermarket 351C
-> intake available that can be set up for sequential port injection?

 One of the FI companies (my brother has all my catalogs - John, do you
know who I'm talking about?) sells injector adapters machined from
aluminum, either press-in or weld-in, for adapting port injection to
older manifolds.  They're about $4 each, as far as I remember.  That's
how I'm planning to set up my B&A Track BOSS intake.
        

[I think it is Haltech.  I also think HKS sells 'em.  Kinsler has 'bout
anything you'd ever want.  Unfortunately they have the gall to try
and sell catalogs even at trade shows and EVEN EVEN to the press (GRRRR)
so I don't have one.  I did thumb through one at the PRI show.  I don't
believe these things to be necessary for most installations, BTW.  I've
made a crude step drill that bores a stepped hole.  This thing can be used
to drill an appropriate pocket in a port runner.  Mounting late model-type
O-ring injectors is pretty trivial.  Just supply a stepped hole the 
right diameter for the O-ring to seal against and hold it in with the
fuel rail.  I'm going to see about having this step drill made at a
nearby tool & die shop and offering it to subscribers.  JGD]
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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod