I thought the Cleveland was a better engine. I'm no Ford guy!
Depends on what you want it for. From what I understand the Cleaveland makes a lot of torque. It has big heads, and can be built into quite a nice pulling motor or a heckova strip motor. With today's technology though, it's kind of disappearing from use except for old school guys.
I dropped the engine and trans off for rebuild. 351W and an FMX, both 1973.
I've instructed the builder to target a static 10:1 with his piston selection, heads are 60.4cc comb chambers. He's looking for direction on the cam, I've been looking at comp cams XE262H.
That's probably as wild as I care to go, We will be running a dual plane alum intake and prob 600-650 vac secondary 4 barrel, headers too, probably something mid length.
I like the lunati voodoo cams but I cover so many bases, being the body man, mechanic, painter etc. I want to buy a complete set including valve springs and I don't know that lunati offers it.
I'd like to run stock converter, this is a power assist brake car, weight is around 3000lbs, gears I believe are 3.23 (or possibly 3.5). 10:1 compression.
The stock cam for 1969 351M in Mach1 would have been ford #C9OZ-6250-A
I believe that cam is ideal for what you are after. Throw a QF 600 CFM HR carb on an Edelbrock Performer intake and all should be good.
I thought the Cleveland was a better engine. I'm no Ford guy!
Note sure if it is better for a mild street driven car given the large port heads. They can be made to scream for sure. That said, my tweaked Cleveland pulls quite well.
I thought the Cleveland was a better engine. I'm no Ford guy!
Note sure if it is better for a mild street driven car given the large port heads. They can be made to scream for sure. That said, my tweaked Cleveland pulls quite well.
Pistons are sealed power hypereutectic with 12cc relief volume but there is a decent flat pad on the face to interface with the closed side of the chamber. Ratio calculates to 9.5:1 with the compressed gasket thickness. Quench distance will be about .060.
Bore is +.030, crank cut 10 & 10.
Cam, lifters, springs, timing set is all by Lunati. (Voodoo 256)
Intake is edelbrock performer dual plane square bore. (Hood clearance issues with anything taller)
Carb is Holley street avenger 670 CFM square bore, vac sec, elect choke.
Headers are Doug's tri y mid length, ceramic coated. Tubes are 1-3/4 to 2, to 3" at collectors.
The rest is gaskets and fittings, yada, yada.
Heads are getting hardened seats and screw in rocker studs.
Pistons are sealed power hypereutectic with 12cc relief volume but there is a decent flat pad on the face to interface with the closed side of the chamber. Ratio calculates to 9.5:1 with the compressed gasket thickness. Quench distance will be about .060.
Bore is +.030, crank cut 10 & 10.
Cam, lifters, springs, timing set is all by Lunati. (Voodoo 256)
Intake is edelbrock performer dual plane square bore. (Hood clearance issues with anything taller)
Carb is Holley street avenger 670 CFM square bore, vac sec, elect choke.
Headers are Doug's tri y mid length, ceramic coated. Tubes are 1-3/4 to 2, to 3" at collectors.
The rest is gaskets and fittings, yada, yada.
Heads are getting hardened seats and screw in rocker studs.
I keep forgetting to update this thread. We've been priming, hammering, glazing, blocking... Pretty much got everything through initial body work, epoxy prime, spray poly, blocked to 220, reprimed with 2K.
I do have fender/quarter extensions to do some body work, repairs and priming on, as well as the front and rear valance. But the bulk of the body work is behind us for that shameless laser straight body we are shooting for. Next steps for the body and these other main body panels is hand blocking with 500 grit. If that all shows straight like it should, then we will be going to the color package next. This one will get a tri coat system, it's a platinum pearl white.
Meanwhile, here's some engine junk and the fresh FMX trans.