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PostPosted: Wed Sep 13, 2017 11:15 am 
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Joined: Tue Oct 30, 2012 8:27 am
Posts: 60
Location: St. Louis, Missouri USA
Got a call yesterday that Gerry Romack was warming up the 351C dyno mule engine which now resides in his Pantera. Pending a successful shakedown run, the plan was to load the car up on the trailer and drive to Nevada. Once there, he has to meet up with Larry Stock to replace a scored rotor and pad, complete rookie orientation Thursday morning and pass tech inspection before running the race. Why is he using the dyno engine, you may ask? He called a couple of weeks ago to see if I had an engine available as he was signed up for the race but his engine had developed a bad vibration. I didn't have anything ready built and two weeks was too short to build one from scratch but the dyno 351C was sitting covered up at Dave McLain's shop. I contacted Dave and he said he was game so a plan was hatched, a deal was made and parts were ordered. Dave had the engine running on the dyno Thursday and Gerry met us Friday. We spent some more time on the dyno then loaded the engine in the trailer late Friday afternoon and sent Gerry on his way to Dave Doddeck's place in Peoria, IL. Saturday and Sunday Dave, Gerry and several other members of the Great Lakes chapter of the Pantera Owners Club of America spent the day swapping the engine and fixing various issues. Gerry was running EFI but we didn't have time to tune the system on the dyno so I lent him an intake and distributor and McLain lent him his dyno carb and fuel log for the race. Also, the Armondo gated and baffled road race pan didn't arrive in time so I swapped him the one from my Fontana engine.

The engine consists of the dyno mule short block (stock stroke with 0.030" over TRW L2379F forged flat top pistons, Reed hydraulic roller cam, Crane link bar hydraulic roller lifters), a pair of Trick Flow Specialties 195cc 351C-2V aluminum cylinder heads and a Weiand X-Celerator 351C-2V low rise single plane (p/n 7516). On the dyno, the little 351C made 491 HP @ 6000 RPM and torque was over 400 ft-lbs from 3500 RPM to 6000 RPM with a peak of 470 ft-lbs. The dyno runs were made through 1 3/4" diameter primary, 3" diameter collector, Mustang chassis long tube headers, intermediate pipes and a pair Magnaflow mufflers. Best timing was at 28 degrees. Flow bench numbers are below.

We had several 351C-2V intakes available for testing including Offenhauser Dual Port, Edelbrock Performer 2V, Holley Street Dominator 2V, Weiand Xcelerator 2V and Edelbrock RPM Air Gap 2V but, due to time constraints, we only ran the Weiand. In previous testing, the Weiand was bested by the Holley Street Dominator and Parker Funnelweb and I think the RPM Air Gap would have done quite well on this engine but those test will have to wait for another day. In any case, I'm sure this engine would top 500 HP with only an intake manifold swap.

I'll do a full write up with pictures later.

Dan Jones

Intake Exhaust
Lift 2.08" 1.60"
Inches CFM CFM
0.025 13.3 10.3
0.050 32.8 26.8
0.100 64.8 55.9
0.150 98.5 87.0
0.200 134.1 114.9
0.250 164.6 136.0
0.300 193.5 154.8
0.350 220.6 173.0
0.400 240.6 190.4
0.450 266.8 200.8
0.500 283.6 206.1
0.550 298.8 208.9
0.600 304.0 211.2
0.650 312.2 212.3
0.700 289.4 213.3
0.750 290.5 213.8
0.800 290.6 215.9

TFS 195cc 351C-2V heads, 62cc chambers, tested on Dave McLain's SuperFlow flow bench at 10" and converted to 28", clayed intake radius but no exhaust pipe.

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Dan Jones
St. Louis, Missouri USA


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PostPosted: Wed Sep 13, 2017 11:17 am 
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Joined: Tue Oct 30, 2012 8:27 am
Posts: 60
Location: St. Louis, Missouri USA
See attached plot.


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File comment: Dyno plot showing 400+ ft-lbs from 3500 RPM on up.
Dyno1_cropped.jpg
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Dan Jones
St. Louis, Missouri USA
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PostPosted: Wed Sep 13, 2017 7:30 pm 
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Joined: Tue Aug 01, 2017 9:50 am
Posts: 25
Dan,Thanks for the info.

Getting close to firing my new build. Same heads, same cubic inches, RPM airgap intake. Cam is a solid flat tappet with 10 degrees more dur. int and ex. If my research on the dyno mule is correct. 228/232 reed hyd. roller ? What can i expect from mine ? Compression is 10.97 to 1.

Isky solid flat:

247/254 -- 584/588 lift minus lash. 106 lsa.

How much higher will it peak ? Would my combo benefit more from a 1" open or the 4 hole spacer ?

Any guess on my H.P. ? Any input is welcome...


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PostPosted: Thu Sep 14, 2017 11:57 am 
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Joined: Tue Oct 30, 2012 8:27 am
Posts: 60
Location: St. Louis, Missouri USA
> If my research on the dyno mule is correct. 228/232 reed hyd. roller ?

Yes.

> Isky solid flat: 247/254 -- 584/588 lift minus lash. 106 lsa.

What's the seat duration and the lash. What ICL do you it installed on?

> How much higher will it peak ?
> Any guess on my H.P. ?

I'll run it through Dynomation and see what it predicts compared to Gerry's engine.

> Would my combo benefit more from a 1" open or the 4 hole spacer ?

We tested the Performer RPM Air Gap with 1" open, 4 hole and HVH carb spacers and the 4 hole picked up about 5 HP and 10 lbs-ft.

> Any input is welcome...

We tested several intakes on a 393C with Aussie 2V heads and the results were:

1. Terry Parker Funnelweb 2V single plane (Australia version, not the Chinese knock-off)
2. Holley Street Dominator 2V single plane
3. Weiand Xcelerator 2V single plane
4. Performer RPM Air Gap 2V dual plane
5. Performer 2V dual plane

In that test, the single planes were better across the RPM of our dyno pulls (starting at 3000 RPM or so) but those heads only flowed 220 CFM. My guess is the RPM Air Gap will do much better with the TFS heads. The Funnelweb or TFS single plane will likely make better peak power but the RPM will trade some peak power for better peak torque. I'd hope to test them again on Gerry's engine but we didn't have time.

Dan Jones

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Dan Jones
St. Louis, Missouri USA


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PostPosted: Thu Sep 14, 2017 3:48 pm 
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Joined: Tue Aug 01, 2017 9:50 am
Posts: 25
My builder said cam was 4 degree advanced out of the box, contrary to the spec sheet saying 0 degree


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