So I can buy a 351 c for $600 with c-4 trans for my 61 f-100 . Would it be worth it or just go with the 460 instead. The 351c came out of a ford truck and was running and has been stored inside a friends shop since it was removed.

 

 

I think the 351C would be a much better choice than a 460 in that truck. Its a lot lighter and will provide you plenty of torque to burn up the rear tires in no time if its in good condition.

 

I'd take a good look at that first. 351 C production halted in 1974 IIRC. Don't think they ever had Duraspark as that motor appears to have. That is more likely a 351M or 400. What year truck did it come out of?

 

No C was ever installed in a truck at the factory. Do some digging. There were 3-351s W, C, M.


John

 

Look at the bellhousing pattern, if its the same as a 460, its a 351m or 400. If its the same as a 302, then its a 351C.

 

I haven't went look at it yet my truck is a 61 f-100 unibody with the 223 6 column shift was thinking the auto trans would be nice and more power.the engine is at a friends shop and I should be going look at it next week supposedly it's stamped Cleveland on the block thanks for the responses I am new to these trucks and restoration and so far I have done front disc conversion and new master cylinder to my truck and tires and rims and next rebuilding the rear drums.the v8 and trans came out of a early 70s ford truck

 

T, The 351 C & M share a lot of the same characteristics as PRO shared, since it was pulled from a 70s truck, one would have to lean to the M. One quick way is to measure the width of the 2 top bolts of the bell. The C would be about 5 1/2" and the M 7 1/2" apart. Guys can get things mixed up after they had sat around for a while. Also I believe the paint is right for the M.

I am gonna suggest to you to forget that one since a lot of fabbing is going to have to be done anyway and go with a much newer engine for better fuel economy. As expensive as tires are now burning rubber is waaaay past my need, and with gas up at the $4.00 a gallon like this past year a big gas burner is out.

I have two buds near by, one has a late F150 V6/OD that does a pretty good job for daily use. The other has a 2014 with ecoboost that I had a chance to ride a couple days ago. We made a right hand turn from a stop and about 50 ft out he stomped it for a second, I heard this bad azz sound from up front and the tires screaming behind. Ford is bringing something to the table with that thing.

My point is you have a lot of work to do to get anything other than that 223, 3 on the tree to use. The Unis are harder & harder to find so you have possession of an uncommon truck. Do a bit more planning install a power plant that will double or triple the MPGs of the 351. Over a 20-30 year period you could save a lot of money.


John

 

It is trivial to tell the difference between a 351C and 351M/400: the intake fits down to the block right behind the distributor. On the 351C, the "lip" on which the front of the intake sits is about 3/8" tall (up from the distributor mounting surface). On the 351M/400, that same "lip" is over 1" tall. It is simply a matter of looking behind the distributor to see if the lip is short or tall.

Confusing the matter is the fact that Ford marketed the 351M/400 as "Cleveland" engines during the late 70s...

 

I've been doing research on the comparison of the m and the c and have read where the major differences are. I like the look and cleanness of a carbed engine so definitely going more that direction instead of going to a pull apart and pulling a new 5.0. Thanks for all advice and answers