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Another update on the dyno program. I dropped off another load of parts
at the dyno last week, mainly headers and exhaust manifolds:

351C-4V cast iron exhaust manifolds
stock 4V Pantera tubing manifolds (the log style ones)
4-into-1 bank separated Pantera headers (4V heads but also fit 2V)
180 Pantera headers for 4V with Supertrap mufflers
big tube sprint car headers for high port (A3 and C302B) heads
open chamber 4V heads
used Crane roller lifters
Ford OEM roller lifters

Other exhaust bits to transport at a later date include a set of 4-into-1
bank separated Pantera high port headers, 351C-2V exhaust manifolds
and Tubular Automotive swap headers for 4V heads in early ('65-'66)
Mustang.

Dave now has the short block rebuilt and reassembled. The cam is a
hydraulic roller from Reed of specs:

228/232 @ 0.050" lift (280/284 @ 0.006), 0.588"/0.588" lift, 107 LSA,
installed in the engine on a 104 intake centerline.

Shooting for a street cam that makes peak power near 6000 RPM in a
351C. We had hoped to use one of Reed's "forever" cores (steel core
with cast iron gear) but Reed doesn't make that for our application
so we got a standard steel core and we'll need to use the Crane steel
distributor gear.

Looks like I won't be able to use the OEM Ford (or Sherman Racing modified
Ford) hydraulic roller lifters in the 351C dyno mule, though due to a
different problem from what I thought we might have. Dave test fit the
standard Ford lifters and the oil feed hole on the lifter comes out of
the bore at max lift due to the chamfer at the top of the lifter bore.
These same lifters worked on a previous 351C engine but that engine had
a later block which was machined differently. Dennis at Reed didn't
think we could reduce the base circle enough to fix the problem. He
also mentioned that as a rule, regardless of how much lift a camshaft
has, the lifters generally all stop in approximately the same location
at the top, unless the base circle is deliberately reduced which can
cause problems at the other end of the lifter bores. I also had a used
set of Crane link bar lifters that were in a buddy's 9000 RPM drag
engine. The lifter bodies on some of those were scuffed. It looks like
they may have been galling in the bores of Marc's engine. Dave polished
the galled areas with cratex and flipped them to the other side of the
engine to reverse their thrust loading. They'd work on the dyno but,
for the long term, I sprang for a new set of link bar lifters. The link
bars have gone up in price since last time I ordered a set. The Crane
and FRPP's are around $500 and the Comp are nearly $600 at Summit.
Alex Denysenko noted the Comp units have a better material (from their
solid roller bodies). Crane will also build hydraulic rollers in their
solid roller bodies but it's an additional $250. Anyway, Alex was able
to supply the Comp lifters at a much better price than Summit. I ordered
an Edelbrock Performer RPM Air Gap intake at the same time.

We thought we had a CHI 3V intake to use but it turns out it was installed
on a customer's engine. If anyone has a lead on we can borrow for the
dyno program, please let me or Dave McLain know. The Autolite Inlines are
rebuilt and fully assembled on a Doug Nash manifold. Next up is rebuilding
several sets of heads and ordering the custom pushrods. In addition to the
Comp beehives, we found another source for beehives:

http://www.pacracing.com/beehive.html

They have a range of beehive springs for higher lifts:

0.650" lift beehive springs, 313 and 350 lb/in rates
0.700" lift beehive springs 408 lb/in
0.750" lift beehive springs 313 lb/in

Rather than having to mill and drill all the iron heads for studs and guide
plates, Dave talked me into ordering a set of bolt-down adjustable roller
rockers from Randy Malik at R.M. Competition. These are fully adjustable
aluminum roller rockers manufacturerd by Harland Sharp to Randy's specs which
are dedicated Ford 351C/351M/400/429/460 rocker dimensions. Randy says they
will withstand spring pressures in excess of 475 pounds open and over 625
pounds open when using the option Jesel bolts. These rockers are not the
old style flat top Harland Sharp rockers and look more like the Crane Gold
units.

One the way back from the dyno, I stopped off at Gateway Classic Mustang,
as I saw the lights were still burning. I got pulled over by a local
cop who let me off with a warning for 59 mph in 45 mph. Anyway, the guys
at Gateway were finishing up a '68 Mustang Bullit replica for Steve McQueen's
son, Chad. They brought in a restored '68 Charger from Iowa for some Bullit
chase scenes for a future Hotrod TV episode. The Bullit car is a scratch
build starting with a Dynacorn body, along with fenders, hood and trunk lid
from Ford's original supplier. Ford is supplying the engine so the car is
powered by a 347 Windsor, not a 390 FE like the original. The car also
received the full RRS suspension (torque arm with Panhard, coil-overs, etc.)
treatment, 4 wheel disc brakes, rack and pinion, 9" rear and Tremec 5 speed.
BTW, Gateway is building the RRS rear suspensions in house now, rather than
importing them from Australia.

As I left the Gateway shop, I ran into a random stop on I-44. There were
some electroinc flares and portable signs on the side of the road annoucing
the stop 0.25 mile ahead, along with a "Caution: Drug Sniffing Dogs" sign.
Several miles up the road, I could see police cars up on a hill at the
next exit, pulling anyone over taking the exit.

Dan Jones

P.S. I've been in Japan without 'net access. I'm catching up on my email
but I know several people have emailed me on engine build advice. I'll try
to get to them as time permits.
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