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For you 351C fans....turn up the volume!!!
This is a stock stroke, factory headed, custom 351C engine that I dyno'd this past week. 615 hp @ 8000....
https://farm5.staticflickr.com/4457/...3ac21ccf_c.jpg https://www.youtube.com/watch?v=lIpAUnqZmKw |
Nice numbers, nice looking, nice build Brent. ;)
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Wow nice numbers
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Schweet!
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Nice work Brent! Sounds great! It takes special skill to get an engine to reliably run at 8,000 rpms. Your customer will be quite happy.
Jim |
Oops. Got tangled up with forum speed issues
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How would the build cost compare to a Windsor?
Would be interested Brent in how the build cost would compare to a 427 Windsor ?
Also what would this beast do with a good set of heads and 427 cubes? Thanks Brent for sharing ! Impressive !! |
A couple of points here:
This engine would not be fun at all on the street. It's a very peaky engine, with an 8000 rpm horsepower peak. It's also 12:1 compression, which means that it would need gas mixed, need to be ran on race gas, or need to be ran on E85. I built this engine for myself, as a dyno mule, and for a future project. It's a testament to *how good* factory 4V Cleveland heads are. The heads have not been ported, but only have a set of Ferrea valves, along with a really nice valve job. They still flow over 300 cfm at lift. This is essentially a stock block, stock headed engine, with an unported Strip Dominator intake, one of my custom solid roller camshafts, and some half-way fancy rotating assembly components that normal people wouldn't use. You normally don't see a 351C with a 6.400" length SBC connecting rod. :) If it were not for the absence of headers for Cleveland applications, I would be steering a lot of my Cobra customers this direction. An inline valve head (Windsor) will only make so much horsepower and the canted valve layout will support huge numbers. |
Well, just use av-gas and drive on the steet at 5,000 RPM. Problem solved.
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Brent, you mentioned the intake flow but what about the exhaust? Flow-wise it's my understanding that the stock C's Achilles heel is there.
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It's only an Achilles heel if you don't adjust for it. That's what custom camshafts are for.
The Cleveland exhaust flow is bad, about the same as a Tunnel Port FE head. This one did about 188 cfm @ .750" lift with no pipe. Obviously, I didn't tell it that it had a bad exhaust port design. ;) |
You should post it on a Pantera forum, if one exists. I assume there's one out there.
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Quote:
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A 550-600 hp 408C is very common and is very streetable. It's easy to crank those out, as it's easy to crank out 427-460 inch Clevors that make over 700 hp on pump gas.
However, sometimes you just wanna do something a little out of the ordinary. I will admit that I like trying to make the small displacement engines run hard. |
Very impressive, Brent.
How muted is the low speed performance? Ed |
Had 600 lb-ft of torque at 1800 rpm and idled at 700 with the A/C on. :D
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deleted-double posted due to server speed
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Very, very nice Brent. There's a special place in my heart for Cleveland engines.
What bottom end does it have? What crank? Girdle? |
Quote:
WOW, that is impressive, Brent! 600 ft/lbs at 1800 rpm is supercharged engine low speed torque. I would not have anticipated that much torque at that rpm from a n/a 351 inch engine. Ed |
Ed, I hope you know that was a very tongue-in-cheek reply. We didn't even pull this one down below 4000 rpm. No need to.
Racer_X, no main cap girdle. It has ARP main studs in the bottom end, a Superlight Scat crank that I bought for $350, and a set of Molnar 6.400" SBC rods. I just pulled the heads and intake off so that they can be ported. I pulled the pan too, the coating had come off of my new Milodon pan with just a shop towel.... While the pan was off, I checked a few bearings. The main bearings still had my mic tracks on them. The rod bearings looked like they had just come out of the box. That was with 14-15 pulls at 8500 rpm and a standard volume/standard pressure oil pump. At 8500 rpm, we were still seeing almost 70 psi of pressure at the rear of the block. |
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