putting the 351C in would require a transmission change as well as the frame perches (uses the same bellhousing and motor mounts as the 302 and windsors). You MAY be able to buy headers for it but they won't be cheap and you will have to find the accories brackets

 

460 I did the swap with donor truck parts on a 77. There are many 70's model Lincolns with nice engines to use. Mine came from a Mark V. Found a set of used truck mounts and manifolds and bolted it in.

 

460!!!!! all the way easy to put in and as they say no substitution for cubic inches!!! cheaper to work on no tranny swap just all around easier. now then what motor Boss,SCJ or cj NOT A CHANCE! to expensive and not very streetable. find your self a pre 78 internally balanced one preferably 69 to 71 dove engine that refers to the casting on the heads and block same block as the boss,scj and cj just not drilled for the four bolt mains. has the football shaped bolts in the rods which are stronger, the rods them self are steel and stronger, the heads are closed chamber with screw in rocker studs easy to install roller rockers if you want. these are pre emission motors no crap to mess with. and if you find a 429 with those casting #'s just drop a 460 crank in her and there ya go a 460 was born. I have built 11 of these and with the right combo of parts you can even pull some decent mileage foot willing! that is .

 

your trans has a BB bell housing, so either way you go, 400/460 would be easier... 351M is a 400 destroked. 390's are good engines, but they weight as much as a 460, and you would have to get a donor truck.

 

Alright guys, sounds like the 460 is the way to go. Thanks for all the input.

Planned upgrades:

Dove-C heads and intake manifold
Hedders
roller rockers
wild cam



Any other recommendations?

 

ive got a 390 in my 74 and love it but in your case i would suggest a 400 mainly because it would be easier to put in and go any bigger and you would have to worry about gas milage.

 

hands down do the 460 period!!!!!!!!!!!!

 

Pity he's not closer to my ballpark......I'm having a yard sale this weekend at the house, and have a 460 on a stand (not a looker, but ran like a bat out of hell in the Mustang it was shoehorned into), a 351W that I built from scratch (although I wouldn't recommend it for his application), and the heads, intake, crank, slugs and rods for a true 428CJ.....just to name a few items.

It's not your average girly stuff and broken dishes sorta yard sale, that's for sure.

I think the most fun could be had out of the 460 for sure, as parts are definately more abundant, and they can be made to be scary for not a huge budget. Leave the exotics (as Fords go) like the Boss, 427 side oiler, 427SOHC for those that have money falling outta their posteriors.

 

I vote for the 460. Though I like the FE engines better. My dad has 2 460s hanging out waiting for homes right now. But we like FEs in my family, so he is trying to find them good homes.

 

I wouldn't go to wild with the cam other wise you may suffer bottom end for top end. I use comp 4x4 extreme part # 34-231-4 northern auto parts. Duration @.050 210 int 218 ex lift is .514 on both intake and exhaust. great bottom end you could pull the world if you hook up to it! runs out of top end about 80 mph. You might think about using the cj intake that's what I use on all my engine's dooe casting # there actually not that hard to find alot of truck 429's used them.I get them from the jet boat builders around here

 

I was just about to say the exact same thing. One more thing you can do... is take your dove heads to the machine shop, and have em put the 428 SCJ valves in it... couple hundred bucks, and alot more potential especially if you plan on strokin or boring in the future.

 

Don't you mean 429 scj valves?

yes you can go in and have a machine shop put in 2.19/1.71 valves but make sure they also do hardened exhaust seats and then do a bowl blend too. Oh and you will NOT pick up a magical 100hp putting cj valves or using DOVE heads.

 

no i mean the 428, theyre bigger than the 429 valves... only difference is the they a smidge taller above where the spring clip goes... mill it off and you get, iirc, something like a 2.26 intake and 1.82 exaust.

 

What wrong with a SBF like the 351W. You can get tons of power out of a SB and it takes some weight off the front end too boot.

 

actually your not even close. first of the biggest valves every used by ford was the Boss 429 at 2.28/1.90 (probably the ones you are thinking about and you can NOT use them on a standard 429 head) next would be the 302 boss that used 2.25 1.76, second and lastly the 428 CJ stock valve sizes are 2.097 and 1.660. The FE uses a .371 valve stem the 429 uses a 11/32". Next the 428 uses valves that are a heck of a lot more then a smidge longer (besides the fact that the 385 series engines use TWO different length valves for the exhaust vs the intake 5.244 int, 5.042 exh) the FE is 5.436 so the exhaust side would be almost half an inch longer even the intake is a quarter inch and you don't just "mill it off"

I am guess you read this in a book somewhere and frankly the book is WRONG.

On top of that engine builders don't buy valves by what they fit, when your into ordering hp valves etc it's assumed you know enough to order by size not by application because true top end engine building doesn't use factory specs. Ordering by application is for when you don't really know what you want.

Next you have need to be careful when putting way oversized valves that you don't clip them, and also going to 2.25 intake valves on DOVE heads can and will actually REDUCE your flow rates (bigger is NOT always better) in this case you end up with the intake valve seriously shrouded unless you do a lot of work on the combustion chamber being careful you don't cut it outside the diameter of the fire ring on your head gaskets (or you go with the big bore 4.670 dia head gaskets used with A heads) Also jumping to huge valves will do exactly like it did with the boss 302 and completely kill bottom end which is why ford reduced the size of the valves after one year and never used that big of a valve even on the SCJ 429

Building a real performance engine that works good takes a lot more then just throwing parts at it, you have to understand what those parts do and what will work well together.