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 Post subject: Re: 351C Build
PostPosted: Mon Nov 20, 2017 1:08 pm 
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Joined: Mon Oct 29, 2012 11:08 pm
Posts: 277
Location: Everywhere !
Bump, engines almost together.

Ended up changing to a small hyd roller and closed chamber heads.

Dyno secession to following


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 Post subject: Re: 351C Build
PostPosted: Tue Nov 28, 2017 10:52 am 
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Joined: Sat Dec 17, 2016 10:59 am
Posts: 8
Daniel Jones wrote:
> what kind of numbers did the Bud Moore Intake made compared to the conventional single planes?

Turns out we tested the Bud Moore intake on a 408C, not the dyno mule 351C.

********************
Day 2 Testing

Test 1 Blue Thunder (ported)
Baseline pull for today good pull with a small misfire in the middle of the
pull, I think a plug was loaded a little because we did some messing around
warming up the engine. Same as Test 9 from previous day, 28 timing, 76 and
88 jets in 950HP straight (no spacer) on the Blue Thunder intake.

RPM HP Torque (ft-lb)
4000 369 483
4100
4200 391 489
4300 403 492
4400 414 494
4500 425 496
4600 436 497
4700 447 499
4800 458 501
4900 464 497
5000 462 485
5100 464 478
5200 478 482
5300 488 483
5400 498 484
5500 505 481
5600 503 473
5700 504 465
5800 511 463
5900 519 462
6000 526 460
6100 507 437

****************
In this testing the ported Blue Thunder and better single plane intakes
performed very closely. In prior testing on the dyno mule 351C, an unported
Blue Thunder was down 41 HP to the Strip Dominator.


Dan Jones



Regarding the Blue Thunder data in this post, it too were on a 408c NOT the 351c Mule?

If so, I'm interested in the BT results for the 351c mule dyno test results... ported & unported BT

"Unfortunately, we didn't get to test all the intakes we had planned on. The Blue Thunder high
rise 4V dual plane did not clear the large cap MSD distributor. Dave's going
to switch to a smaller cap and run that test later. Dan Jones 11/09/2009 post'

I've looked/googled many times looking for the output.... could you post the 351c data or a link to it?

Thanks for any information.

Jim


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 Post subject: Re: 351C Build
PostPosted: Thu Nov 30, 2017 11:57 pm 
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Joined: Sat Dec 17, 2016 10:59 am
Posts: 8
dfree383 wrote:
Working on a long term project, always enjoyed building 351C's over the years.

Havent decided on a Intake yet, but I have a Torker, a strip Dominator or a Bud Moore Box Intake to choose from right now, along with a couple for factory iron intakes.

If I run the Torker or Holly Intake I'll run a 750 HP I put together for EMC a few years back or if I run the Bud Moore I'll put together a 750 Dominator.


Depending where in the RPM range you plan to run the Torker or a D0AE-9425-L OEM should be good... I'm building a motor close to your motor and will use the 1970 DOAE-L. With running a 750 the carb plate bores are equal but the DOAE-L front bores are a little [a few thousands] undersized, easily corrected on a mill. Would run two 1/2" HVF spaces, 4 hole tampered [one up & one downward] :^) can go thicker spacers if there room under the hood

Yes there was a dyno test on a 351c that says other wise about OEM... BUT they ran with a 950HP carb for a 6000 RPM motor with very over sized carb bores... bigger to smaller will always KILL FLOW. But if the Blue Thunder unported data is correct [40 HP down], then the OEM out preformed it despite the carb bore intake carb mismatch.


edited: took a little time to find it... have heard good things about the following HVH dual plain spacer. Going to try it, and run it upside down to help flow over/around the intake flange base.
http://highvelocityheads.com/st4150-4al ... manifolds/


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 Post subject: Re: 351C Build
PostPosted: Fri Dec 01, 2017 3:17 pm 
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Joined: Tue Nov 06, 2012 12:02 pm
Posts: 276
Why would you run it upside down? Those spacers work well as designed so I'm not sure what you'll gain by it. I'd dyno both ways if you have the time/capability, wouldn't hurt anything, but don't be surprised when it doesn't work right upside down.


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 Post subject: Re: 351C Build
PostPosted: Fri Dec 01, 2017 4:55 pm 
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Posts: 8
booyah45828 wrote:
Why would you run it upside down? Those spacers work well as designed so I'm not sure what you'll gain by it. I'd dyno both ways if you have the time/capability, wouldn't hurt anything, but don't be surprised when it doesn't work right upside down.


Might be terminology... HVH sells two different dual plain spacers where the tapper is set upwards to allow for the air to flow around the center divider(s) as it enters the intake. Oval/4 hole
ST4150-2AL - STREET SWEEPER CARB SPACER FOR DUAL PLANE INTAKES WITHOUT A NOTCH/CUTOUT IN THE PLENUM DIVIDER.
ST4150-4AL - 1" TALL ALUMINUM STREET SWEEPER ON DUAL PLANE INTAKE MANIFOLDS

The single plain the tapper opens as it flows towards the intake.

Prior to the ST4150-4AL, as mention earlier, I have run two 1/2'ish tampered spacers with the tappers pointing at each other... The top helps w/carb signals, the middle spaces help the air flow between all planes [like a notch/cutout], and the bottom one helps redirect air past the 4 hole intake plate/pad.

W/ the 351C OEM four intake bores being 1-11/16" at the pad, there is more flat surface area between the bores to screw with air flow and cause disturbances ;^) a real killer when you also have larger/oversized runners...

jm2c


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 Post subject: Re: 351C Build
PostPosted: Thu Dec 07, 2017 11:19 am 
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Joined: Tue Nov 06, 2012 12:02 pm
Posts: 276
Well that is interesting. I've never seen the ST4150-2AL. And like you said. It looks like it would funnel into the manifold vs funneling out of the carb. All the hvh super suckers I've seen have been the latter, where they attempt to make the transition out of the carb better.

The main use of the st4150-2al is for the 602 series crate engines where any intake manifold modification is prohibited. I would think if you're not following the series rules you could modify the intake divider in a manner that will resemble the st4150-2al, and then see the same gains. I wouldn't run the spacer if there is a notch in the intake divider, I feel that would cause turbulence.

There are definitely transition areas between the carb and intake that can show gains if attention is paid there.


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 Post subject: Re: 351C Build
PostPosted: Fri Feb 09, 2018 8:25 am 
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Joined: Mon Oct 29, 2012 11:08 pm
Posts: 277
Location: Everywhere !
Still working on getting this one on the dyno......


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 Post subject: Re: 351C Build
PostPosted: Thu Apr 26, 2018 6:29 pm 
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Joined: Mon Oct 29, 2012 11:08 pm
Posts: 277
Location: Everywhere !
http://i177.photobucket.com/albums/w231 ... ntdmq.jpeg

Image


Last edited by dfree383 on Fri Apr 27, 2018 7:38 am, edited 2 times in total.

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 Post subject: Re: 351C Build
PostPosted: Fri Apr 27, 2018 4:55 am 
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Joined: Mon Nov 05, 2012 3:54 pm
Posts: 37
I'm amazed of the big hp difference here. I would have guessed maybe a -20 hp difference at best. Can't remember any 351C or 351W dyno test that showed quite the same disparity.

In this testing the ported Blue Thunder and better single plane intakes
performed very closely. In prior testing on the dyno mule 351C, an unported
Blue Thunder was down 41 HP to the Strip Dominator.

Dan Jones


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