so from what I've gathered here is that both are a very stong block.
but the W will be eaisier to find parts for and bolt on stuff.
however, the 2v intake on the C will provide more low-end umph b/c of the higher velocity of air. that makes sense.
but how is the 2v-C compared to the W ? are they relatively the same? or would you need to get some aftermarket heads for the W to stand up to the C ?
probally the easiest way for me to find one w/o breaking the bank would be find an old junker of a car w/one in it. then o-haul the engine.
I wonder how many C's have "core-shift problem"? I've been (uncharacterisitcally, for me) lucky so far, but the Coog hasn't been running since I got it; so I guess I'll find out when I get her back on the road.
It's not so much the stock 2v
intake as it is the
intake ports in the 2V heads. My Gran had an old Edlebrock "A-351" 4 bbl intake that was cast with "2V Head-sized" intake ports. Got the same version for the Cougar; now it's called a "Performer 2750". Lots of people will tell you that this intake does
nothing performance-wise other than give you a decent base for a square-bore 4bbl carb;
but that's exactly what I'm looking for! Anything with fatter runners/ports is going to slow down port velocity - which is what I personally
don't want in a street car.
My 351W experience has been decidedly "low-perfomance oriented"; limited as it is to:
1.)A '73 LTD I bought from my Dad when he (at age 75)
took himself out of "driver status" because of his eyesight and reflexes
2.) A 1989 Econoline 350 "company truck" that was built up from two wasted E350's and made into my work DD.
Needless to say, I can't comment as to W performance mods - maybe someday when the Cougar is done and I can come across a project Mustang. From what I've heard/read though; stock Cleveland 2V heads are miles beyond the W heads.
ONE ITEM OF NOTE: Stock 2V heads (don't know about the 4V heads) came equipped with
2-piece valves! Right now, I'm gonna keep them in the Cougar (staying low-po for my younger daughter to drive for a while); but that
will change when it's time to get serious with the car. I'm also gonna pull the engine apart and have it sonic-tested at that time as well as grab a new crank. The original crank journals had to be ground 10-under to clean them up; the earth-shattering
THUMP! THUMP! was the reason why I campaigned the PO to take the motor down and rebuild it. At the same time, I'm also gonna do the "oil-crossover" mod - running a pressure line from a high-pressure oil port by the fuel pump to a port on the back of the block. Want to get better oil flow to the rear mains
That's part of the oil-flow issues Bryan mentioned.