I am in the works of a 351C 1970 2 dr Maverick build and could use some input from my fellow Maverick enthusist!!! Here is what I have so far included with questions. First, I want the 351C Aussie block from AusParts, anybody dealt with them? Looks like this is the best block for us since it has the higher nickel content. 351C stroked to 408 using all forged assembly internally balanced from Eagle. 4 Bolt Mildon Main caps. Projecting 12.4 compression with cast iron 4v heads, closed chamber, polished all ports with Edelbrock Torqer single plane w/ polished runners and plenum to match heads. Chambers are polished with 2.25/1.71 Manley one piece valves race duy. Cam is Comp Solid Roller 308R, specs 650/650 lift, 262/262 @ 0.50", 110 LSA powerband 3000-7000 ( plan on shifting @ 7,000). Planning on a 150-200 shot of nitrous and Undecided on carb, oil system suggestions needed and I think Milodon makes a pan thats 8 qt that will fit ? What pump to run? Shaft? Spring? Wiindage tray? I will be using a built T5, with a 4.56 maybe 4.88. Anybody recommend AutoKrafter headers? Issues? I am cutting the towers back. This Mav will see about 150-200 miles a month on street and track maybe 2 times a year
Welcome from Panama City, Florida........... good luck on your build I have heard 351C installs can be quite a PITA, I am currently enjoyi.......errrrr dealing with my 351W swap and it's being a PITA, if you are from Hawaii go to this link.... http://mmb.maverick.to/showthread.php?t=25452 you would be the first and only Hawaii member on here, once again welcome and good luck!
I have a few suggestions but very little time now so I will say this bluntly right off the top. Dump the Torqer and put on a Victor. Now, while that old school street manifold may make slightly more off-idle/low rpm torque than the Victor.. who really cares when you're trading 20 horse..or even more.. up top where that thing will like to run. In essence.. put on the torqer if you really do want to shift at 7k. Put on the Victor if you want to be shifting at 7,200. Personally.. I'll take extended rpm range and 30 horse any day of the week. lol PS. If I were you?.. I'd ask one of the mod's to move this to "technical section" for you. There are plenty of old timers who've built clevelands in the past who will gladly give you overview on a build like this. Otherwise.. they may not see it here. I've only tuned several through the years and had them in 3 personal cars so I'm no expert on Clevelands. But I have ported the 4v heads once though.. so I've studied and know their reputation as to where they suffer and what they need in order of priority/expense. The exhaust port is where you need to be looking right away due to the sheering effect from the short side/floor of the port. Stingers are the cheapest bang for the buck. Next would be to cut the exhaust ports and run a smoothly transitioned aluminum port plate. Without either of those mods.. they will quite literally howl on a flowbench at higher lifts/airflow(around .675-700 lift). 429/460 stuff will do the same too. I really do still miss that old 69 Mach from my 19 year old days.
I don't think you will have any problem achieving your compression goal. It seems that the stroking process just breeds compression. My Cleveland is stroked to 393 cubes using those same closed chamber heads and I had to use reverse dome pistions to get rid of some of the compression so my engine is now at 10.5 to 1. Without those pistons, I would have way up the in compression numbers - way too much for the street
They dont make a victor intake for the cleveland. If you use the aluminum plate on the c head,that makes them highport heads and you would have to have custom headers made. The cleveland is going to eat that t5. I dont care what you do to it.
From San Jose, CA. The people you want to talk to about headers for the Cleveland in your Maverick are Tubular Automotive on the East Coast. This may get you pointed in the right direction. Also we have a couple of people with Boss302's in their Maverick. My Maverick had a Boss302 back when it raced in B/SM, turning low 10's with a 3000lb car and top loader 4spd. http://www.network54.com/Forum/119419/thread/1338561920/Cleveland+in+the+66 I have helped a few friends work on their C motors. Infact there is one local guy who has one in 50 Ford that just took his highly mod'd cast iron heads off (they were mod'd by the same guy that did my current heads and machine work on my motor) and has switched to the C3 heads and intake. On the chassis dyno his motor made 50hp more at the rear wheels with just the change from the cast iron to C3................nothing else on the motor was changed. I also think the T5 will shread under that much torque, even if it is mod'd. Keep us posted on your progress.
Here's a shot of my 4V Tubular Automotive headers minus the collectors when I took them off my Maverick a few years ago. I could no longer use them with the Mustang II front crossmember I installed.
I didn't take many photos of the first build of my Maverick which was putting the Cleveland into the stock chassis, without a garage, in a gravel driveway. I began my step by step photos once the garage was built in 05 and I removed the Cleveland and the car began it's second incarnation. I have some of the disassembly photos but nothing that shows any great detail.
my bad.. I should have looked before I leaped. Any way you slice it.. that Torqer manifold is too small for that motor. Use the TFS track heat manifold instead. Probably far better than A victor would be even if they did make one. LOL
