I've got a 73' 351 C 4 bolt main block and a set of 2V heads with 2.04 / 1.66 valves and open chambers. I want to rebuild this engine and use it in my 94' F150. i don't think the 351s had much low end torqe so I would like to put a 396 stroker kit and a cam lifter spring set to get the most out of this engine at the low to mid rpm range. I'd like to end up at about 10 to 1 compression. Does any have any recomendations as far as cam or 2 or 4 bbl carb? Anybody familiar with the stroker kit and how the 396s perform?

 

IMNSHO I wouldn't spend the money for the stroker kit. It's true that without the additional stroke length you won't have as much torque at the bottom but the lack of bottom end torque in the 351C was mainly limited to the 351C with 4V heads (although in my personal experience that's debatable). I think you'd be better off spending your money to put the larger 4V valves in the 2V heads, get a good dual pattern cam with more lift & duration on the exhaust, install a good dual plane intake & 600+ CFM carb and spend the rest of the money at the dyno shop getting the carb tuned right and the advance curved.

 

Or sell the 351C 4bolt block and get your cubes by picking up a 400 shortblock...

Keep your compression down to 9.0 - 9.5:1 so you can run pump gas.

 

Are you going to use a carb or EFI?

 

I'd like to use a 650 - 750 cfm range 4bbl carb. I had thought I could get some pretty good gains in low end torque as this is a towing vehicle.

 

I would like to keep the 351 since it's a 4 bolt main

 

You stated this is a 94 F150. It would have EFI from the factory. If you go to a carb, you will need to change fuel pump, filter, maybe fuel tank(don't really know) and some other fuel system parts.

I've never done it. Maybe someone can shed more light on the subject.

 

I don't think the EFI manifold off the factory 302 would bolt up and I imagine one for the 351 would be kinda expensive.

 

about $750 bucks for a efi 351c intake

 

$ 750 is easy . How about the rest of the EFI system ? How much of my stuff could I use and how much would have to be new ?A 396 Cleaveland at 9.5 or 10 to 1 sounds like it might have a little juice !

 

well i would think it would swap over no prob. i think once you contact probe industries they would be able to let you know how they hook it up.

 

First off for what you would get for that 4blt block you could prolly buy a good 460.But if your heart is in a <a href="http://www.motorhaven.com/">351c </a>you can do some really wicked things with a sock C The rods are good for about 7,000 rpm granted you have to put a good set of bolts to em(like ARP'S or something)2V heads work well at 1500-5500 RPM the 4V head just gets working around 2500 RPM I would say if your going to a 4v get a 292 cam or bigger, single plane intake ,750/780 vac carb and a high stall convert.(Due to the fact they have little or no bottom end under 2500) I would also argue that a 2blt block is just as strong if not stronger than a 4blt if you would put main studs to the 2blt block.

 

I thought about a <a href="http://www.motorhaven.com/">460 </a>but I'd have to replace the tranny with one for a big block . I think the <a href="http://www.motorhaven.com/">351c </a>will bolt right in since it shares the same bell housing pattern and motor mounts as the <a href="http://www.motorhaven.com/">302 </a>and 351 W.How about a 351 C with a396 Stroker kit with 10 to 1 comp., 2V heads with 2.19 / 1.66 valves a good RV cam , lifter , and spring set to maximize power in the 1500 - 3500 rpm range and a quality daul plane intake and 700 cfm carb.and electronic ign. along with headers and dual flowmasters. Anybody got any thoughts on the HP and Torque gains over the stock 94' 5.0 EFI

 

I did not know they made a stoker kit for the 351 c due to the short deck but its been 5 years since i built ont too.

 

Sounds to me like you want low-mid-range performance, not max high RPM HP.

In that case, your 9-9.5 CR is good.

I agree with an earlier poster on the 292 deg. duration cam.

I agree with a couple earlier posters and disagree with a few others on the intake manifold. You need a dual plane manifold for optimum mid-range performance, single planes are best for high RPM and are less than optimum for mid-range. In fact, the stock 4V intake is quite good up thru about 5000 RPM if you match the ports to the heads.

As for a carb, do not exceed 650 CFM, and you'd probably be happiest with a 600 dbl pumper.

Don't go any bigger on header dia. than 1 7/8", and run them into 2.5" dual exhaust with a cross tube just behind the collectors.

That's what I'd do anyway...


Tom