quote:Originally posted by andriyko:
Most DeTomaso Pantera owners will change the cast iron intake manifold and carburator as well as the exhaust headers as minimum mods. I personally doubt that my engine, even with those changes as well as a quench head change and made over 300hp SAE NET.
Ford's own contractor, AK Miller, took a 1970 M code 351C right out of the crate, broke it in, and ran it on the dyno. The results were reported in Hot Rod Magazine in 1970.
I would assume the only accessory running off the crank was the water pump, and the article didn't specify what exhaust system was used. Judging from the numbers reported I would guess the motor was most likely exhausting into cast iron manifolds.
The results: a possibly honest 288 horsepower at 5200 rpm. I say possibly honest because the motor was rated at 300 horsepower. The torque peaked at 338 ft/lbs at 3400 rpm and valve float set in at 5600 rpm.
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An engine similar to the Boss 351 was installed in Australia's most famous muscle car, the XY Falcon GT-HO Phase 3, it differed from the US M code version by use of the 1970 Boss 302 Holley carb #D0ZF-9510-Z bolted to the 4 hole iron intake manifold with a 4 hole spacer, and a set of long tube tri-Y headers manufactured by an Australian contractor with the initials H&M. That motor made 370 to 380 gross horsepower.
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I built a bunch of 351C motors in the late 1970s and 1980s to a formula inspired by Ford. The motors had quench heads (D0AE or D1AE castings), flat top pistons, set for 10:1 static compression. D1ZZ-6250-BX hydraulic flat tappet camshafts (290/290 duration, 0.505/0.505 lift). Some equipped with 4300D carbs modified by a carb shop I frequented in Long Beach, some equipped with over the counter 780 Holleys from Ford. The motors had to be capable of passing an emissions inspection and a tail pipe emissions test. The smog stations could be picky about using factory carburetors, but headers didn't raise an eyebrow, so the motors were equipped with headers, 2 1/2" tail pipes and my favorite Cadillac mufflers. I also upgraded them to various breakerless ignitions (Duraspark I ignitions in the 1980s). Those motors repeatedly made 280/305 horsepower on the chassis dyno (350/380 horsepower at the crank) depending upon the carb & manifold I used. With head porting they would return another 20 bhp. Those were good numbers in that era considering I was using almost 100% Ford parts, hydraulic valve train and the motors were capable of passing a tail pipe emissions test. They were also 100% reliable, maintenance free BD.
-G