DeTomaso Mailing List: June 98, Message #153

Jack,
I should known you'd "test" me on the scales?! :-]
Interesting data/history too...Hope your back is okay big guy.

I would take exception with one thing you said and that's regarding
the stroker "not" making you faster. While I understand where your
coming from on this - you do mean TOP SPEED right? The little stroker
by ITSELF won't add much hp-tq but will give you "conservatively"
50-75 hp/lbs tq (read FASTER!). But then you "also" raise the exhaust
ports and  flow the 4V quench heads and add another 35-50. Add a FPP
or a Holly Strip Dominator Intake (another 15-25) and your up a
MINIMUM of 100 HP and we haven't touched compression or valve train,
cam or carburation OR exhaust. Everything works together right, no big
bucks, no turbo's, alum heads or 4.6L engine retro's. . Okay, I know
you get my point......  :-]  :-] :-] :-] :-]
YOU WILL BE FASTER!!!!!!!!!!!
MD








---JDeRyke@aol.com wrote:
>
> In a message dated 6/3/98 10:49:51 AM, teampantera@yahoo.com wrote:
> <>>
> Dennis is right again about the block weights! I got curious, so...
> A naked 1969 351W, std bore block, with 2-bolt main caps = 165 lbs. 
> A naked 1972 351C, std bore block, with 4-bolt main caps = 165 lbs 
> both done on my highly calibrated bathroom scales. Estimated 15+ lbs
of weight
> in a 351C cast iron timing-chain surround. 2 lbs of die-cast alloy
in the
> 351W. A 351W block is 1/2" taller ea. side; no estimate of weight in
the bore
> extensions.
> 
> Biggest advantage of the 351C block: ideal sized main bearings for
hi-rpms,
> compact block, powerful 351C heads & accessories bolt right on; the
Pantera &
> its accessories designed for this block.
> Biggest problem with 351C block: thin or core-shifted cylinder walls
common;
> the convoluted oiling system can cause mucho problems; parts getting
scarce. 
> 
> Biggest problem with the 351W block: 3" dia mains limit safe rpms
due to oil
> shearing to around 5500 rpm (hey, its a truck engine!); not sure if
the front
> bracketry fits the Pantera. Might need (extensive) reworking.
> Biggest advantage of the 351W block: stronger main supports (because
it's a
> truck engine), better oiling system, thicker or less core-shifted
cylinder
> walls, taller block so you can more easily run longer rods for
higher torque.
> Late blocks supposedly have taller tappet bosses so factory roller
tappet cams
> fit(?)
> 
> Early '69-70 blocks (either 351C or 351W) were supposedly
thicker-wall but I'd
> still sonic any Ford block for core-shift before I spent much on it.
A wall
> thickness of less than 0.100" on the thrust side of any cylinder is
disaster
> waiting to crack. Also keep in mind, a stroker doesn't make you
faster, only
> quicker unless you regear the ZF to utilize the extra torque @ lower
redline
> rpms like Dennis did for his Silver-State Pantera. I personally
would use a
> 351W block with main bearing spacers, a stroked SVO forged crank cut
for Chev
> rod bearings, 351C 4-V heads & alloy intake, aftermarket H-beam 6"
Chev rods
> and a roller cam. What would this be- a Windsor? A Cleveland? A
powerful
> bastard? 
>  J DeRyke (with an aching back. Damn, I used to be able to do this
s.... all
> day!)
> 

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