quote:Originally posted by andriyko:
...a typical DeT Pantera 351C with Holley Carb, Edelbrock dual plane intake manifold and Stock DeT exhaust and headers - What HP gain are we realistically talking about...
First realize that the stock Pantera exhaust must have had about the same back pressure as a Mustang or Torino exhaust, because the motors were not recalibrated for installation in the Pantera. That's going to be a tough pill to swallow for some folks, who have believed the advertising of that era that claimed the Pantera exhaust raised the output of the motor by 30 bhp. That's just not possible without having to recalibrate the carb, ignition and having the motor re-certified for smog.
Second, the Edelbrock Performer intake, to my knowlege, does not perform any more efficiently than Ford's oem dual plane manifold. So there's no gain there either.
That leaves the carburetor. The M code Cleveland motors were equipped with an Autolite carb of approximately 600 cfm rating. The Q code motors were equipped with a Motorcraft carburetor of approximately 750 cfm rating. Because the Q code motor is in a moderately higher state of tune than the M code motor, I expect a small carburetor to impact the output of the Q code motor more so than the M code motor.
These are my best guess figures (all figures in SAE gross BHP):
'71 M code motor + 600 Holley = No Gain = 285 BHP
'71 M code motor + 750 Holley = +10 BHP = 295 BHP
'72 Q code motor + 600 Holley = -20 BHP = 300 BHP
'72 Q code motor + 750 Holley = No Gain = 320 BHP
'73/'74 Q code motor + 600 Holley = -20 BHP = 284 BHP
'73/'74 Q code motor + 750 Holley = No Gain = 304 BHP
cowboy from hell