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  1. #26

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    I performed the camshaft/engine break in in the middle of the day on a Saturday to annoy the neighbors as little as possible. Everything went very well. I was pleased. Here it is going to the exhaust shop for the hook-ups from the headers to the rest of the exhaust. The open headers were deafening! Way louder than the last engine was. No way was I going to drive it like that on the street. There was no coasting to be quiet past a police car. I also didn't have the hood installed because it wouldn't close with the Ram-Air air cleaner and the Blue Thunder intake being too tall. Looked good being towed by my F-100.











    Black 1985 GT: 408w, in the 6's in the 1/8 mile
    Bimini Blue 1988 LX 5.0 Coupe 5-speed, Hellion turbo, zero options
    Grabber Yellow 1973 Mustang Mach 1: 351c, toploader
    Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
    Wimbledon White 1966 F-100 Shortbed Styleside, 390, Tremec 3550, FiTech EFI

  2. #27

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    At this point I mounted the hood when a few friends came over to have a look/see at the new engine and how it sounded.

    I still needed to align the hood, figure out what I'm gong to do for an air cleaner(too tall), and replace the heater core when it gets here as it started to leak when I finally got it running. Yey! AFter that gets squared away I could start tuning the carb a bit more, set the valve lash hot and see how it's doing. Need to put some miles on it to break it in as it only had approx 30 minutes of run time and 20 of that being cam break-in.

    The exhaust is 2.5", H-pipe crossover, through some Borla Pro XS mufflers, out some custom stainless steel tops I had made to mimic the original trumpets. The original tips were designed to be used on 2" tailpipes not 2.5" and all of the aftermarket stuff I found did not look correct enough for me.

    Black 1985 GT: 408w, in the 6's in the 1/8 mile
    Bimini Blue 1988 LX 5.0 Coupe 5-speed, Hellion turbo, zero options
    Grabber Yellow 1973 Mustang Mach 1: 351c, toploader
    Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
    Wimbledon White 1966 F-100 Shortbed Styleside, 390, Tremec 3550, FiTech EFI

  3. #28
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    qikgts's Avatar
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    From where I'm sittin' that sounded sweet! Has a nice deep tone.
    '85 GT

  4. #29

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    I had suspicions that my original ram-air air cleaner might not fit under the hood. Primarily because of the differences between my then 2v Weiand X-cellerator and now 4v Blue Thunder intake manifold. I didn't know for sure until after it was all installed and I could start checking. Well, this combo and original air cleaner had it being too high by about 1/4", flat to the metal lip of the air cleaner.

    I was not about to cut up my original air cleaner so I ordered one of the Dynacorn reproduction units to modify to fit. It wasn't really all that cosmic, but it did take some time as the welding was awkward and the metal was thin. Here are some pictures of the beginning phases of the project. I saw this done with a 429 Ram-Air assembly in the past so I figured I could do the same.

    I determined that with the crush of the seal that I wanted and the space available, I ended up installing a 5/8" sheet metal spacer ring around the circumference of the carb mounting hat. I first tried a 1" spacer but the outside bottom edge of the air cleaner was rubbing on the throttle linkage. I next tried 3/4" and I realized the air gap for air to enter the barb(space between the air cleaner plenum and air cleaner lid) was pretty small and I wanted to keep it as large and free flowing as possible. 1/2" would not really be enough to give a good hood seal squish. It would, but the seal would be squashed flat. That's how I ended up at 5/8". A lot of give and take with this decision.























    Black 1985 GT: 408w, in the 6's in the 1/8 mile
    Bimini Blue 1988 LX 5.0 Coupe 5-speed, Hellion turbo, zero options
    Grabber Yellow 1973 Mustang Mach 1: 351c, toploader
    Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
    Wimbledon White 1966 F-100 Shortbed Styleside, 390, Tremec 3550, FiTech EFI

  5. #30

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    Awesome build! I have enjoyed reading it and following along.

    Quick question if you dont mind, what size wheels and tires are on the mustang? They look great.

  6. #31

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    The rear wheels/tires are 15x10's and tires are 295/50/15's.

    To wrap up this thread here is when I took the car to the dyno. I was very pleased with the numbers as it met my expectations for the build. 362hp/350tq at the rear wheels. The dyno operator was very impressed with the power as well as he doesn't see many vintage engines putting out this sort of power. Right after my car there was a WS-6 Firebird with several mods. Kid was miffed when he put down about 20hp less than my car with his LS combo.





    Black 1985 GT: 408w, in the 6's in the 1/8 mile
    Bimini Blue 1988 LX 5.0 Coupe 5-speed, Hellion turbo, zero options
    Grabber Yellow 1973 Mustang Mach 1: 351c, toploader
    Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
    Wimbledon White 1966 F-100 Shortbed Styleside, 390, Tremec 3550, FiTech EFI

  7. #32

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    Nice work with the air cleaner drop, and nice numbers
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  8. #33
    FEP Super Member xctasy's Avatar
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    Dunedin 9011, New Zealand, South Pacific
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    Nice figures. The power peak is nice, and the torque peak is missing the traditional 2800 rpm hump most 4V Clevelands have. 4350 rpm is quite high, but not when the power comes in at 6250 rpm. 460 hp is the likely flywheel figure, and that's right where a 351c 4V is at its happiest. The heads maketh the engine.


    Its always been an engine that responds only to the right cam and chamber work. I like it! Back in the 70's there were few cam master choices, these days, you've got everything very well sorted.

    Anyone neededing info on these engines, see these:


    They are indexed with Letters for Key sources, Numbers for General info. Mine First letter is from the Australian Brad Girdwood.

    Item A Street Machine Tough 302&351s Series No 2. Page 60. From the Australian Brads Speed Shop. He said shell molding without core shift made uniform 130 thou wall thicknesses.





    Item B, THE "Ford Cleveland 335-Series V8 engine 1970 to 1982: The Essential Source Book by Des Hammil"




    (The Aussie made blocks came on stream at the 1976 model year, and they used Cleveland tooling at Geelong to build them, and the Australian grey iron caused accelerated transfer line boring tool wear due to hardness, which was over 260 Brinell vs 249 or so in US Cleveland 2 grey iron. Core shift in all Aussie blocks is poorer than good US Cleveland blocks. So Ford Australia started sleeving blocks to meet the still high, 18000 units per year rates, about an eighth of US production, which caused some regular customer engine failures).

    Item 1. all the earlier 1988-1990 books (Australian Street Machine) and

    Item 2 . the Al Turner testimonies which were listed under "https://www.fordgtholot6.com/profiles" and

    Item 3. the Australian Ford Register UK website. "http://www.aus-ford-uk.co.uk/html/the__last__v8.html" (ALL the block codes and numbers)

    Item 4: The Ak Miller Cleveland casting testimony in the c. 1970 The Complete Ford Book (All the target Casting thickness)

    "https://fordsix.com/viewtopic.php?f=1&t=76240&p=591610&hilit=187+thou# p591610"

    "https://www.google.com/imgres?imgurl=http%3A%2F%2Fi141.photobucket.com%2F albums%2Fr42%2Funklechop%2Fimg-Y051102-00012.jpg&imgrefurl=https%3A%2F%2Fwww.fordsix.com% 2Fviewtopic.php%3Ft%3D80589&tbnid=5RxY7nNq9bw6JM&v et=12ahUKEwiBuOa8gcLsAhX-hEsFHViGC3QQMygJegQIARA9..i&docid=AE8c75L2MtW9gM&w =618&h=800&itg=1&q=jalopy%20journal%20Mavi%20GT&hl =en&ved=2ahUKEwiBuOa8gcLsAhX-hEsFHViGC3QQMygJegQIARA9"

    Item 5 The ex Wheels September 1979 page 9 result from the RAC of West Australia's ruling on sleeved blocks.... "https://hosting.photobucket.com/images/cc501/xecute6/falcon_engine_sleaves_20201008_180633_1_.jpg?width =1920&height=1080&fit=bounds&fbclid=IwAR0_M0F_mnYD cwxMfNcCzq4J0_pSOKrH3kbXYd_gFF7krPvK5F8onXnnE2E"

    Item 6: Zac's post here "http://vb.foureyedpride.com/showthread.php?176600-351c-engine-build-in-my-73-Mach-1"

    Item 7 "http://vb.foureyedpride.com/showthread.php?148798-I-REALLY-NEED-HELP!!!-1981-mustang-need-help-passing-smog"

    Item 8: Street Machine Performer Series: Hot Fords; Number 5:



    Item 9 : 1979 XD Fairmont 3 speed auto 4.9 liter Performance Figures

    "https://hosting.photobucket.com/albums/cc501/xecute6/xecute6152/.highres/1979%20Ford%20Fairmont%20Performance%20Figures%20X D%20302%20AUTO%20AUSTRALIAN.jpg"





    Item 10 "https://www.tradeuniquecars.com.au/feature-cars/1712/giocattolo-group-b""

    Quote Originally Posted by Paul Halstead
    "By this time Ford had refused to supply V8s to De Tomaso, so we were the sole source of engines for the Italian factory," says Halstead, "We were also bringing Pantera shells in from Italy at a reduced import duty rate then assembling them here for sale locally."

    This relationship was a fruitful one.

    At the time a Lamborghini had a checkout price of $200,000, a Halstead assembled Pantera gave you change from $100k. "And they looked and sounded the part."

    Former McLaren F1 race engineer, Barry Lock was working on Paul’s race car, a wickedly fast and unbeaten Pantera GT. Halstead was also flinging his own Lamborghini Countach Targa around race circuits with the assistance of Kevin Bartlett.

    "Then Ford Australia stopped producing the V8 and the exchange rate between the lira and the dollar also climbed,"
    Oh yeah, and its vintage engine in name only, not a vintage engine in design; Fords Boss/Hurricane 4.53" bore spacing 6.2 copies the polyspheric valve angles, giving the design its last port fuel delivery, 2 valve per cylinder shot at the detonation free big time.

    ...its a 9.2" deck 4.38" bore spacing engine that Chevrolet copied to get the 9.22". 4.40" bore spacing LS, with Mopar LA/ Chevy Mystery Motor canted valve polyspheric heads that still outflow anything. Because when Engineering's Joe Macura did the heads, the work he and the team at Ford did was of exceptional quality. It may be that they went a little overboard with port size, but shape, cam selection, and carb sizing was very good given the short dead lines and the reassignment of George Stirrat (Windsor 221-289), Philip Martel (351w)and Bill Gay (302Boss, then 351C) to other jobs.

  9. #34
    FEP Super Member xctasy's Avatar
    Join Date
    Jun 2012
    Location
    Dunedin 9011, New Zealand, South Pacific
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    Zaps85GT.

    See how sceptical some people are over the awesome horsepower of a modified Cleveland V8. Your car is proof of how little extra cam and head work is required to hit the biG 350 hp plus at the rear wheels.

    https://youtu.be/HSXnOWhfE3M

  10. #35

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    Post back from the dead.
    Black 1985 GT: 408w, in the 6's in the 1/8 mile
    Bimini Blue 1988 LX 5.0 Coupe 5-speed, Hellion turbo, zero options
    Grabber Yellow 1973 Mustang Mach 1: 351c, toploader
    Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
    Wimbledon White 1966 F-100 Shortbed Styleside, 390, Tremec 3550, FiTech EFI

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