I've been web-shoping engines from Cleveland strokers to DOHC modulars and one thing stands out. The biggest bang for the buck seems to be a Ford Racing factory big block. 500+ horsepower for around $5500...with a factory warranty!
Has anyone here done a conversion like this? Is there a web site that discusses this swap? I've seen Panteras in magazines and for sale with big blocks in them, but they never discuss the installation process. Can't be much harder than a modular swap, can it?
Uummmm...big block...
Mooso.

You will want to consider the new weight distribution problem that comes along with this engine swap. The stock Pantera has 38% front weight distribution and 62% rear weight. With the big block, unless it's all aluminum, will increase the rear weight, and thus go even further away from the optimum 50%/50% front/rear weight distribution. Maybe it 42%/58%, I forgot, but is +/- 2% from 40%/60%.

So, this means handling issues to sort out. More understeer in the corners. Heavier spring rates in the back isn't difficult to correct, but the steering problem will persist.

I'm gathering info to add a Paxton supercharger to my 351-C for the horsepower project.

Maybe I can persuade you to help me gather info and try and plan out details ahead of project initiation. I want to sort out as many issues ahead of time as possible, to reduce Pantera downtime (or reduce Pantera 'up-time', up on jack stands and out-of-service).

Please see p/n 769-1001839 at www.jegs.com or for the polished version, the p/n is 769-1001839-P. This is a product that is designed for a bolt-on application for the 1964 - 1968 Mustang 289/302ci w/Carburetor and includes the NOVI 1200 supercharger.

When pumping more air in through the carb, like with superchargers or turbochargers, you want a lower compression engine, or it'll blow out intake gaskets and head gaskets. There's a NOVI 2000 supercharger that pumps even more air flow into the carb, for more horsies, but I want to keep the engine from blowing up, so the NOVI 1200 looks a little less than maximum capacity. It's supposed to add 50% to 60% more horsepower, so for $2,599.99, unpolished, even with custom brackets to repalce the A/C bracket (have to delete the A/C compressor) and some custom fabricated intake plumbing from the supercharger, around the header to the carb, seems like the 'best bang for the buck' to me.

This also enables one to 'revert' the process back to 'stock' if that ever became a desirable goal. It also keeps the handling 'as-is' and allows use of the stock engine screen behind the rear window.

'Louis LeEyeball' engineering estimates are about $3,500 for 450 to 500 hp, without any significant weight increase.

There's a picture of a Paxton Supercharger attached below if I did this right. It looks to me like I'd have to get the water bottle tubes remade, like 3" longer, in s.s. maybe. There looks like plenty of room on the right side of the engine to do it if I sacrifice A/C, which is fine with me. Maybe put a heat shield between the header and the supercharger to keep cooler air intake temperatures. Please take a look at the attached picture and see what you think. Hopefully anyone who knows will please provide a link or referral or any info. Has anyone even tried this? I'm proceeding with info gathering until I hit a dead end.

Mark, have you ever seen a supercharger like the attached in a 351-C Pantera?

Thanks to all for any referals or info.

PI Motorsports The HAMMER 427

Over 500 hp

PI Hammer 427 small block...500 HP...$10,000
Roush 402 small block.......515 HP...$12,200
SHM 4.6 modular DOHC........450 HP...$14,000
SHM 4.6 modular SOHC........500 HP...$15,000
SHM 4.6 modular DOHC........600 HP...$17,500
Ford Racing 466 big block...550 HP...$ 5,600
Ford Racing 515 big block...625 HP...$ 7,500

BIG BLOCK bang for the buck if the conversion is at all practical.

Mooso.

My brother put a Ford 460 in his Superformance Cobra. Kept the weight down with aluminum heads. Weight difference is suprisingly small. He races it from time to time and has no problem overtaking anyone with a high performance small block. On top of the obvious power, it has incredible durability. He put several thousand hard miles on it and saw many small blocks strung out who couldn't finish race after race. He eventually pulled it to put a bored and stoked monster. He is re-building the first. After tearing it down it had zero bearing wear and zero cylinder wall wear.

The big blocks have the durability, power, torque. A suprising bennifit was the compression braking. He found it to be quite usefull in the road coarses. He aslo was suprised to find the mentality of people who would say "Why not a 302, a 302 was a "Race" engine!". Guys over power their small blocks often didn't finish a weekend at the track. A 302 or other small engines were race engines because of the limitation of CU deffigned by the race, not because it was a good size for the car.

If you can keep the weight within reason it has the power also comes with durability.

514 Ford Racing Crate Motor as done by Precision Proformance. "SCARY FAST"

How does the ZF handle this ?

quote:

Originally posted by PANTERA1731:
514 Ford Racing Crate Motor as done by Precision Proformance. "SCARY FAST"

Mike,
Is there a link to look over these 2 motors ?

Ford Racing 466 big block...550 HP...$ 5,600
Ford Racing 515 big block...625 HP...$ 7,500

BIG BLOCK bang for the buck if the conversion is at all practical.

Mooso.[/QUOTE]