ratio411 can you post a pic with a better angle on the head, header, shock tower clearance! Also, are you running a 302 or 351W block? Thanks
411ratio BTW, I noticed that you are my neighbor! I'm across the river but I'm a Vikings fan! Do you race the car? If so, where?
Re: ratio411 Hi, This is a 351 Cleveland. The clearance is very tight. I posted the pic hoping it might illustrate the way that Boss/Cleveland exhaust ports point more towards the ground than the shock towers like the Windsor heads. I guess it's not a very good pic for that. I ran the car a couple of times when I had a 302 in it. That's about it. Currently the vinyl top has been stripped to expose a severe rust problem and the engine is out of the car. I have given the car to one of my sons in hopes that as he get older he will be interested in a father son project. Dave
Here you go Pricemotorsports 812-546-4220 don't know if they have a web site. They make plates so you can bolt a 302 windsor style intake to a 302 with cleveland heads. This way intakes are cheap and available, you could run a dual plane or a victor jr, choices are endless. I think that their kit was $233. it comes with the 2 head plates and a plate that covers the lifter valley so you could gut all extra webbing and make it look like a nascar intake if it was a single plane.
Ratio411, one more question What was required to bolt the 351C block into the engine bay? Did you use the existing 302 frame stands? Thanks for the help!
The C went in fairly easy, for as tight as it was. You can use the stock mounts, but the header manufacturer recommends using 65 Mustang mounts, engine & frame. Of course the bellhousing & clutch arm pivot point are the same. A C oil pan from a car works just fine. I had a deep sump Moroso on mine. As you can see from the pics the tall Moroso valve covers worked. I can however see a problem if you have a power brake booster. I heard on a Mustang board that there is a ?Geo Metro? brake booster that bolts right up to early Mustangs and gives alot of clearance for engine swaps. I don't know if this would go for a Maverick as well :confused: Some things interchangeable between 302s and 351Cs: Balancers Pulleys Flywheels Flexplates Torque converters Bellhousings Engine mounts Clutch/pressure plate/TO bearing and all linkage I'm sure I am forgetting some. These things contribute to this being a fairly easy swap. Some negatives are: Headers are a little pricey Oil filter should be relocated Very tight clearances for doing simple maintenance Not hard, but you do have to scare up brackets for alt and PS. The above problems would be somewhat better off if you ran a Boss 302, especially the clearance issues. My .02 Dave
Fastest Cars I have read in several places that the Boss 351 was one of the quickest production Fords ever built. It had beefed up rods, forged pistons, different cam and ignition timing than the standard 351 Clevelands. I agree (from what I have read) that the 2 barrel heads are better mated to the 302 block than a 4 barrel head. There are a couple of companies that make a retrofit intake for this conversion. I personally would go with the small block windsor aftermarket heads such as Edelbrock, AFR or Twisted Wedge. Following is a list of fastest cars. Note all of the 'newer' cars in this lineup. Some of these are a bit on the extreme side, Vipers, AC Cobras, Hemi 'cudas, ZL-1 (COPO-central office production order) Camaros. These were made into the famous Nickey and Yenko editions. 50 FASTEST MUSCLECARS # YEAR/MODEL ET/MPH ENGINE HP TRANS GEAR SOURCE 1 1997 Viper GTS 12.05@116 V10 450 six-speed 3.07 MM 8/97 2 1966 427 Cobra 12.20@118 427 8V 425 four-speed 3.54 CC 11/65 3 1990 ZR1 Corvette 12.8@113.8 LT5 350 375 six-speed 3.45 MT 4/90 4 1966 Corvette 427 12.8@112 L72 427 425 four-speed 3.36 CD 11/65 5 1969 Road Runner 12.91@111.8 440 Six BBL 390 four-speed 4.10 SS 6/69 6 1997 Hurst/Firebird 12.99@103.11 350 350 automatic 3.42 MCR 4/5 97 7 1970 Hemi Cuda 13.10@107.12 426 Hemi 425 four-speed 3.54 CC 11/69 8 1992 Viper RT/10 13.1@108 488 V10 400 six-speed 3.07 CD 7/92 9 1970 Chevelle SS454 13.12@107.01 454 LS6 450 four-speed 3.55 CC 11/69 10 1969 Camaro 13.16@110.21 427 ZL1 430 four-speed 4.10 HC 6/69 11 1997 Corvette 13.20@109.3 350 LS-1 345 six-speed 3.42 MT 5/97 12 1997 SLP Camaro SS 13.20@108.8 350 LT4 330 six-speed 3.42 MT 2/97 13 1990 Pontiac Firehawk 13.20@107 350 350 six-speed 3.54 CD 6/91 14 1968 Corvette 13.30@108 427 6V 435 four-speed 3.70 HC 5/68 15 1970 Road Runner 13.34@107.5 426 Hemi 425 automatic 4.10 SS 12/69 16 1970 Buick GS Stage I 13.38@105.5 455 Stage I 360 automatic 3.64 MT 1/70 17 1996 Camaro Z28 SS 13.46@106.48 350 LT-1 310 six-speed 3.42 MCR F/M 96 18 1969 Charger 500 13.48@109 426 Hemi 425 four-speed 4.10 HR 2/69 19 1973 Trans Am 13.54@104.29 455 SD 310 automatic 3.42 HR 6/73 20 1969 Corvette 13.56@111.1 427 L88 430 automatic 3.36 HR 4/69 21 1969 Super Bee 13.56@105.6 440 Six Pack 390 automatic 4.10 HR 8/69 22 1969 Boss 429 Mustang 13.60@106 Boss 429 375 four-speed 3.91 HC 9/69 23 1970 Challenger R/T 13.62@104.3 440 Six Pack 390 automatic 3.23 CC 11/69 24 1970 Torino Cobra 13.63@105.9 429 SCJ 370 automatic 3.91 SS 3/70 25 1968 Biscayne 13.65@105 427 L72 425 four-speed 4.56 SS 4/68 26 1995 Mustang Cobra R 13.67@102.82 351 300 five-speed 3.27 MCR A/S 95 27 1964 Polara 500 13.70@107.37 426 4V 365 four-speed 3.23 HC 2/64 28 1996 Corvette GS 13.7@105.1 350 LT-4 330 six-speed 3.45 RT 2/96 29 1969 GTX 13.70@102.8 440 4V 375 automatic 4.10 MT 1/69 30 1987 Buick GNX 13.70@102 231 Turbo V6 300 automatic 3.42 HR 4/87 31 1969 Dart 440 13.71@105 440 4V 375 automatic 3.55 CC 5/69 32 1971 Road Runner 13.71@101.2 440 Six BBL 390 automatic 4.10 CC 1/71 33 1971 Cuda 13.72@106 440 Six BBL 390 automatic 4.10 SS 4/71 34 1971 Corvette 13.72@102.04 454 LS6 450 four-speed 3.36 CL 8/71 35 1971 Super Bee 13.73@104 426 Hemi 425 automatic 4.10 MT 12/70 36 1968 Hurst/Olds 13.77@103.91 455 W-30 390 automatic 3.91 SS 8/68 37 1968 Firebird 13.79@106 400 HO 335 four-speed N/A HR 3/68 38 1967 Corvette 13.80@108 427 6V 435 four-speed 3.55 HR 5/67 39 1971 Boss 351 Mustang 13.80@104 Boss 351 330 four-speed 3.91 MT 1/71 40 1966 Satellite 13.81@104 426 Hemi 425 four-speed 3.54 CD 4/66 41 1969 Coronet R/T 13.83@102.27 440 4V 375 four-speed 4.10 SS 4/69 42 1968 Cyclone GT 13.86@101.69 428 CJ 335 automatic 4.11 MT 8/68 43 1969 Nova SS 396 13.87@105.1 396 4V 375 automatic 3.55 HR 7/69 44 1969 Shelby GT-500 13.87@104.52 428 CJ 335 four-speed 3.91 SS 9/69 45 1970 Olds 4-4-2 W-30 13.88@95.84 455 W-30 370 automatic 3.42 CC 11/69 46 1962 Corvette 13.89@105.14 327 FI 360 four-speed 4.10 HR 1/62 47 1969 Barracuda 13.89@103.21 440 4V 375 automatic 4.10 SS 8/69 48 1969 Mustang Mach I 13.90@103.32 428 CJ 335 automatic 3.50 CL 3/69 49 1967 GTO 13.90@102.8 400 RA 360 automatic 4.33 CL 10/67 50 1970 Trans Am 13.90@102 400 RA 345 four-speed 3.91 HR 2/70 Legend: CC=Car Craft, CD=Car and Driver, CL=Car Life, HC=Hi Performance Cars, HR=Hot Rod, MCR=You have to ask?, MM=Mopar Muscle, MT=Motor Trend, SS=Super Stock Sorry about the format. Try this if you want to see the website. http://www.musclecargarage.com/50fastestmusclecars.html
Street Boss Well it all depends on what you want to do with it and how deep your pockets are? If it was mine to do, I'd bore/stroke using a 347 short block and flat top pistons. Use the Aussie heads with guide plates/screw in studs. The Aussie heads have close to the 302/351W head CCs so you'll have good comp ratio. How the real trick. I did this with a 351W and Cleveland heads so I won't have to use a $400 manifold that only one type is made. I made a spacer plate for the heads/intake. This allows me to use a 351W intake manifold and all other 351W manifolds made. You can even use some of the bolt holes, but some will have to be redrilled. Not hard at all. With the flat top pistons you can have them eyebrowed for your valves when you setup the engine up. You'll find the 347 cyl volume well make the head flow nicely and if you want to you can put even bigger valves in. Big question? Do you dare to be different? Pictures available upon request. rickyracer81@hotmail.com
