351c intake
- Thread starter 70mustangsal
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StangDreamin'
Founding Member
There are quite a few options, it really depends upon what you are going to do with the car. Crusier? Stoplight assassin? 1/8th mile car?
I have an Edlebrock Performer intake and Holley 600CFM vac sec carb for mine; but the car is going to be "just a cruiser" with maybe a little extra hiding under the hood. They're close copies of the intake/carb I had on my very first car (also with a 2V Cleve); which is why I went with them. Back then, they were "the hot ticket"; but there have been improvements in the last 25 years.
In case you didn't know, the 2V heads have different shaped and smaller intake and exhaust ports than the 4V heads - this to increase port velocity (and torque at lower revs) with the smaller 2V valves.
You really want to keep the ports the same between the intake and heads! If you put a large port (4V) intake on small port (2V) heads; the airflow looks like some lumbering fat boy running headlong into/through a very skinny doorway - "it just ain't pretty".
Because of this, most manufacturers design two different intakes for the Cleveland. Bolted onto the engine, it's hard to tell them apart (I can't); they just look like an intake with a mounting pad for a 4bbl. The ports are what the engine "sees"; and making your 351C happy is what will make you happy.
I have an Edlebrock Performer intake and Holley 600CFM vac sec carb for mine; but the car is going to be "just a cruiser" with maybe a little extra hiding under the hood. They're close copies of the intake/carb I had on my very first car (also with a 2V Cleve); which is why I went with them. Back then, they were "the hot ticket"; but there have been improvements in the last 25 years.
In case you didn't know, the 2V heads have different shaped and smaller intake and exhaust ports than the 4V heads - this to increase port velocity (and torque at lower revs) with the smaller 2V valves.
You really want to keep the ports the same between the intake and heads! If you put a large port (4V) intake on small port (2V) heads; the airflow looks like some lumbering fat boy running headlong into/through a very skinny doorway - "it just ain't pretty".
Because of this, most manufacturers design two different intakes for the Cleveland. Bolted onto the engine, it's hard to tell them apart (I can't); they just look like an intake with a mounting pad for a 4bbl. The ports are what the engine "sees"; and making your 351C happy is what will make you happy.
I would like to keep it as close to stock as possible. i would like an intake and carb that is as easy as possible to install without having to change linkage and all that stuff. I plan on getting rid of the 3:00 rear gears and drop in 3:89's, not to worried about the lose of highway use, i mostly stay in the city. The guy i bought the car from has already put a shift kit in, it has some kick when it shifts now, i am looking foward to the gear change. I have a spare 351c block that is 0.30 over cleaned and painted in my garage ready to be built. it may be sometime before i am ready to biuld it. i started building it with my father, but that idi not work out so well. i have a nice comp. roller cam, crank, rods and dish pistons in the block now thats about it. thanks for your input. will i need a spacer to go between the intake and carb?
StangDreamin'
Founding Member
Okay, I think I see the direction you're headed.... you might look into a Weiand X-celerator or Performer Air-Gap. These guys can be found fairly easily with the 2V-sized ports. You'll get more on the top end of the tachometer; without losing all of your low-end torque. With 3.50's or 3.89's you're going to be "up there" in the revs most of the time, though.
As far as the spacer goes; that will depend on things you haven't worked out yet. Spacers generally help with intake air velocity, but you can start "going backwards" with a lot of spacer at high revs. I'm going with a 1" phenolic spacer; but that's because the car will be driven in desert summers (with the A/C on), and I want not start boiling fuel in the float-bowls.
If you're thinking even slightly about fuel economy; stick with a "vacuum secondary" carb. Mechanical secondary carbs tend to give you almost "too much" fuel from the back barrels at some part-throttle positions; vacuum secondaries open and close dependant upon engine vacuum (hence the name), which means they'll stay mostly closed until you stand on it. Then you'll hear from the back barrels as they suck in air/fuel. After my Torino (with the 2V Cleveland), I built up a 406 for a '72 F100. Had a mechanical secondary Carter AFB carb (now they're called "Edelbrock Performer carbs) in 750CFM. Even loaded, that truck could haul azz; passed everything except the next gas staion. Pretty much stayed broke feeding that truck; but the old b*st*rd could run. Semi-stock exhaust; but with an open-element (like an old Shelby) air cleaner; full throttle would produce a harmonic vibration in the hood that would get everybody's attention.
My hair's a little shorter (and a lot gray) these days; I'm not into showing off as much. The Cougar's gonna have the ability but not as much exercise. Some exercise, just not quite as much
It's predecessor (that Torino from years ago) used to be brutal on the Crap-maro's of the 70's and 80's; so maybe I can surprise a few Hon-duhs today.
As far as the spacer goes; that will depend on things you haven't worked out yet. Spacers generally help with intake air velocity, but you can start "going backwards" with a lot of spacer at high revs. I'm going with a 1" phenolic spacer; but that's because the car will be driven in desert summers (with the A/C on), and I want not start boiling fuel in the float-bowls.
If you're thinking even slightly about fuel economy; stick with a "vacuum secondary" carb. Mechanical secondary carbs tend to give you almost "too much" fuel from the back barrels at some part-throttle positions; vacuum secondaries open and close dependant upon engine vacuum (hence the name), which means they'll stay mostly closed until you stand on it. Then you'll hear from the back barrels as they suck in air/fuel. After my Torino (with the 2V Cleveland), I built up a 406 for a '72 F100. Had a mechanical secondary Carter AFB carb (now they're called "Edelbrock Performer carbs) in 750CFM. Even loaded, that truck could haul azz; passed everything except the next gas staion. Pretty much stayed broke feeding that truck; but the old b*st*rd could run. Semi-stock exhaust; but with an open-element (like an old Shelby) air cleaner; full throttle would produce a harmonic vibration in the hood that would get everybody's attention.
My hair's a little shorter (and a lot gray) these days; I'm not into showing off as much. The Cougar's gonna have the ability but not as much exercise. Some exercise, just not quite as much
It's predecessor (that Torino from years ago) used to be brutal on the Crap-maro's of the 70's and 80's; so maybe I can surprise a few Hon-duhs today.
Right now the intake has a spacer between it and the carb from the factory. i am leaning towards edelbrock performer and holley vac. sec. i want a set up that will not need much modification. i basically want to bolt, connect and drive if that is possible. i wll probably go with 3.50 gears and leave everything else alone.
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