351C Dyno Project Update

Has any of the testing taken place yet??
Any results ??

> Has any of the testing taken place yet?? Any results ??

Not yet. There's considerable up-front work to be done before the dyno pulls
begin. All the parts are being cleaned and measured. The intakes get A/B
height and port length and cross-sectional area measurements while the heads
get port volume and length measurements. The (unpainted) aluminum intakes were
degreased and scrubbed with phosphoric acid, rinsed and blow dried. I just
finished up the last of those this weekend. I've stripped the cast iron heads
and intakes to bare metal but it looks like I'll get to do that again as
surface rust has formed already. I've taken some photographs with my camera
but I've got a friend lined up with a high end digital camera to take some
better shots as soon as I rig up lights and a back drop. Once all that's done,
I'll make a run to Dave McLain's with the heads and the 2V intakes so he can
start on the flow bench work. Based upon the results from the initial flow
bench work, we'll be porting a couple of sets of heads and a few intakes.

The 2V stuff will be tested first, followed by the 4V and the aluminum heads.
I'm still waiting on some of the parts and I have another order to place this
week. At this point, I've got all but one 2V intake in hand. The 2V intake
manifold line-up looks like:

Edelbrock Performer 2V dual plane
Edelbrock Performer RPM Air Gap 2V
Holley Street Dominator 351C-2V (p/n 300-12) single plane
Offenhauser Dual Port 351C-2V
Offenhauser Port-O-Sonic 351C-2V (p/n 6122)
Parker Funnelweb 2V
Weiand X-Celerator 351V-2V (7516), both versions

We'll be testing those on unported open chamber 2V heads as well as unported
and ported closed chamber 2V heads. The Air Gap and Weiand will get tested
on 4V heads as well.

Right now, I'm gearing up to rebuild a bunch of carbs. In addition to the
HP950 dyno carb, I've got a Motorcraft 4300 square bore, a Motorcraft 4300D
spread bore, a Holley 735, a Holley 850 annular, two Rochester Quadrajets
and an Edelbrock 750 AFB to rebuild. I picked up a couple of gallons of
Berryman's Chem Dip carb cleaner this weekend but some of the carbs won't
fit in the cans. The carb cleaner comes in cans about the size of 1 gallon
paint cans. I need to find a pan large enough to fit the the carbs in that
is made of a material the cleaner won't react with. My pans are either
plastic or too small. We've also got a Predator variable venturi carb, a
set of 48Mm IDA Webers and a set of Autolite Inline 4 barrels to test.
I've got tuning parts for the AFB's and Holleys and I recently robbed 16
Motorcraft 2 barrel carbs to get a range of jets for the 4300 and 4300D
carbs. That leaves the Webers and Quadrajets. Edelbrock has tuning parts
for the Qjets but I haven't figured out what range of parts I'll need.
I've got rebnuild kits for the Holleys, AFBs, and Motorcraft carbs but I
need to find a source for the AC Delco Qjet rebuild kits (likely a GM dealer).
I also need to find a source for the float used in the 460 Police Interceptor
4300D carbs. They are better for cornering and are considerably smaller
leaving more volume for fuel.

BTW, if anyone has a a 4100 Autolite carb to donate (or perhaps sell) to
the project, I'd like to test one of those as well.

Anyway, I'm making progress but this is going to take a while as both
I and Dave McLain are doing this in our spare time.

Dan Jones

Dan, don't forget the Boss 351. It is just killing me wondering what its real horsepower rating actualy was.

We have a rebuilt Boss 351 to test but don't have the original intake or the original cam. There was a Boss 351 intake for sale at the Columbus All Ford swap but the price was way too high. There's a chance we will have a 351C tri-power to test if the timing works out, though.

Dan Jones

Dan, I just happen to have a 4100 Carb from a Pantera if you would like to try it. It was warped and has had some machining to fix but it did run well on the car. Send me your address.

On second thought, This is a 4300 carb, not the 4100. I do have a 750 CFM carter and a jet kit though and a holley 600 vac secondary. I could also be convinced to participate in the EFI tests and bring one of my home made EFI controls which adjusts with a screwdriver. I can make it run an engine in 30 seconds. I also have a 900 CFM Holley efi throttle body. I dont think I will have my custom EFI intake done by the time you run your test or I would let you use it. I even have a spare Electromotive Tec II.

Dave

> On second thought, This is a 4300 carb, not the 4100. I do have a 750 CFM
> carter and a jet kit though and a holley 600 vac secondary.

I've got all those carbs covered.

> I could also be convinced to participate in the EFI tests and bring one of my
> home made EFI controls which adjusts with a screwdriver. I can make it run an
> engine in 30 seconds. I also have a 900 CFM Holley efi throttle body. I dont
> think I will have my custom EFI intake done by the time you run your test or I
> would let you use it. I even have a spare Electromotive Tec II.

The EFI tests will be the last ones we do so it might be summer by then.
If Mike Trusty is ready, he said he would bring up a board with the
fuel injection stuff mounted. I've got most of my injection stuff
now (Coffield IR manifold, throttle bodies, stacks, air cleaners, linkage,
filter, regulator, harness, Electromotive ECU, etc.). I still need the
pump and injectors and a few other bits.

The 900 CFM Holley efi throttle body sounds interesting with your controller.
We could test it on one of the better single plane intakes, perhaps a
Strip Dominator of Funnelweb.

Dan Jones

I have a ported homemade Weiand 2v Xcelerator with added bungs and drilled for IR FI injectors with a throttle body that was recommended by Electromotive on the Weiand. Eight throttle bodies and stacks sounds really good and probably not all that expensive. I really don't want to cut my deck lid so the Coffield manifold sounds promising. Where can I find out more about the Coffield IR manifold?

Thanks.

If it is summer by the time you get to the EFI stuff, then I could have a custom designed tubular aluminum intake with dual 58mm throttle bodies. How much HP you want to make, I have 72lb/hour injectors also.

> Eight throttle bodies and stacks sounds really good and probably not all that
> expensive. I really don't want to cut my deck lid so the Coffield manifold
> sounds promising. Where can I find out more about the Coffield IR manifold?

I sent you a private message with Kelly's contact info. He also posts on
this board as Panterror. While the individual parts in Kelly's injection
set up are reasonably priced, there are a lot of parts and they do add up.
You've got the custom intake manifold with injector bungs cast in (for 9.2"
and 9.5" deck heights, with or without integral thermostat housing), eight
throttle plates, eight stacks, dual air cleaners assemblies, a vacuum plenum
and lines, bellcrank and linkage with special joints to allow for thermal
expansion without binding, TPS sensor, etc. It all adds up but it's a really
nice well thought out system.

> If it is summer by the time you get to the EFI stuff, then I could have a
> custom designed tubular aluminum intake with dual 58mm throttle bodies.
> How much HP you want to make, I have 72lb/hour injectors also.

For my own engine, the Dynomation simulations suggest 600 HP is possible if
the hydraulic rollers permit the RPM. Mike's engine is a solid roller with
Chapman ported heads and should be capable of considerably more HP. We'll
both have injectors sized for our engines. Is this a intake for 4V heads?
I'm not sure if we'll be testing those on anything over say 500 HP.

Dan Jones