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Newbie with questions about 351w or 351c
#11
(09-07-2019, 06:08 AM)1sostatic Wrote: As I understand it ....Cleve has 4x bolt crank - longer block, bigger heads, (makes good strokers) - typical Windsors unless "Roush for Pantera" were 2x bolt crank.  In a 7173 I couldnt care less if it were a 302 .. I love all the 71-73 cars too much.

Gladly, unless someone in here tells me different.. .there was no straight 6 260ci. ....which would make me barf - vomit uncontrollably and have me on the shrinks couch for weeks. Welcome from UK btw.

[Image: 260ci.jpg]
Hey
1 - NOT all Cleveland's were 4 bolt mains
2 - There were over 25,000  250 CID 6 cyl motors ... there goes your lunch and all those pints Big Grin Big Grin Big Grin
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#12
(09-07-2019, 07:59 AM)OMS Wrote: Hey
1 - NOT all Cleveland's were 4 bolt mains
2 - There were over 25,000  250 CID 6 cyl motors ... there goes your lunch and all those pints Big Grin Big Grin Big Grin

HAHAHAHAA 
thanks OMS   Bravo ...whos gonna clean up the mess?

[Image: siggy.jpg]

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#13
(09-07-2019, 06:08 AM)1sostatic Wrote: As I understand it ....Cleve has 4x bolt crank - longer block, bigger heads, (makes good strokers) - typical Windsors unless "Roush for Pantera" were 2x bolt crank.  In a 7173 I couldnt care less if it were a 302 .. I love all the 71-73 cars too much.

Gladly, unless someone in here tells me different.. .there was no straight 6 260ci. ....which would make me barf - vomit uncontrollably and have me on the shrinks couch for weeks. Welcome from UK btw.
 
Iso - here's a primer on the 351C that I wrote some 15 years ago.
------------------------------------------


1970:

351C-4V was introduced as an M-code. 300hp, closed chamber heads, 2 bolt main caps,
cast flat top pistons for an advertised 10.7:1 compression ratio, non adjustable hydraulic valvetrain,
Autolite 4300 square bore carb, dual exhaust. All automatics received the FMX.

2V - H-code - same basic shortblock block as the M-code, topped with open chamber heads, smaller valves and ports, milder cam. 2 barrel Autolite 2100 carburetor.

1971
M-code continued unchanged, but was rated at 285, probably only to be
second fiddle to the as-then planned 71 Mustang Boss 302 (290hp). The Boss 302 was dropped (thankfully) in
favor of the 330hp Boss 351 (R-code). Automatic M-codes received the C-6 trans standard, with a poorly suited torque converter.

2V - same as the '70 2V

R- code (Mustang only) Boss 351 engine was only available in the sportsroof Boss 351 model, 4-bolt main block, specially selected
crank, D1ZX rods of 1041 steel and 180,000 psi rod bolts, closed chamber heads with fully adjustable
valvetrain with mechanical cam (290 duration, .477 lift), Boss 302 type aluminum valve covers with "Boss 351"
emblem, dual point dizzy, forged pop-up (domed) pistons, larger (2.25") exhaust
manifold outlets, aluminum spread bore intake with an Autolite 4300D carb, baffled oil pan with a crank scraper and a re-calibrated
dipstick to show 6-quart capacity as full and ram-air, F60-15 tires, wide ratio 4-speed and 3.91 gears as standard.

351CJ (280hp) was introduced in May '71. It was always VIN code "Q", produced concurrently with the M-code. 351CJ was a 4-bolt main block. Pistons were the same cast flat tops as the "M" code. Heads were identical to the M code --except-- that they used an open
combustion chamber design like the 351C-2V, reducing compression to around 9:1. Cam was a CJ specific grind, with a split duration
and lift (280/290 duration, .480/.488 lift). 4-bolt main block, dual advance, dual point distributor was standard, oil capacity was 5 quarts, pan had a slosh plate over the sump. Intake was cast iron with a Ford style spreadbore pattern, Autolite 4300D carb. All CJ's equipped with an automatic got a C-6 with a special hi-stall torque converter (@ 2500rpms).

1972
M-code was gone. Q-code CJ continued essentially unchanged, but was now rated at 266 hp, due to the change
from Gross horsepower ratings to SAE Net horsepower ratings. Only other change was to retard the cam 4 degrees for
emissions purposes (this was a corporate wide thing, all V-8 engines received this mod). The Mustang-only R-code was back
for a second year, but was now known as the 351HO. It was no longer a specific model, it was just a drivetrain option with the 4-speed and 3.91 rear axle standard. Heads on the HO had the open chamber design, cam was still mechanical, but now had 275 duration and .490 lift.

2V - H-code - essentially the same as the same as the '71 2V, but with the 4* cam retard.

1973
R-code was gone, Q-code no longer marketed as the "Cobra Jet" in the Mustang or Torino, simply "351-4V", but continued to be the 351CJ in Mercury vehicles. All engines received dished pistons to drop the compression even further. Emissions equipment sprouted from the motor, EGR, spark timing etc. Horsepower was now rated at 264. Q-code received smaller valves in the heads. Valve sizes went from 2.19 I / 1.77" E to
2.05" I / 1.66" E, same as the 2V 351C.

2V - H-code - essentially the same as the same as the '72 2V, but with dished pistons and EGR, plus other tune-specific emissions setups.

1974
Q-code continued on in the Cougar, Torino & Montego. Horespower now rated at 255. This was the last year for the 4V engines.


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#14
In the second post that refers to the engine differences, isnt 14mm and 5/8" referring somewhat to the same plug? In my Cleveland, I use Autolite type 25 which is a 14mm thread and 5/8" spark plug socket.
Are they referring to some other comparison??
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#15
No, the size refers to the thread diameter of the spark plug. The 5/8" spark plug uses a 13/16" socket, 14mm plugs have a thread diameter of slightly larger than 1/2".



“If you can't explain it simply, you don't understand it well enough.”
--Albert Einstein
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