[DeTomaso] 351C Crankshaft Question

[Charles Engles]

Dear Goran,


                  My answer to Tony's question was based on my very limited 
experience, word of mouth information and reading various sources.  Your 
answer was based on extensive experience and I am impressed again at your 
motorsports and hotrod expertise.


                                 Warmest regards,  Chuck Engles



----- Original Message ----- 
From: "Göran Malmberg" <hemipanter at hemipanter.se>
To: "Charles Engles" <cengles at cox.net>; "tony DiGiovanna" 
<tonydigi at optonline.net>
Cc: <detomaso at realbig.com>
Sent: Sunday, September 28, 2008 5:05 AM
Subject: Re: [DeTomaso] 351C Crankshaft Question


> In the mid 70:s I was in a team running 351C in the Swedish "small" pro 
> stock class.
> The cars where running 8,5 and 270km/hr. We used 3,30-3,40 and sometimes 
> stock
> stroke. The Hp was for sure over 600, and without braking cranks. As I 
> understood
> the situation it was the RPM together with stroke that might brake the 
> crank, not really
> Hp. I have also had doubble turbo Pantera 351:s here where the crank seem 
> to live,
> high Hp but limited rpm engines.
> I newer actually seen a broken 4V crank, just heard that such thing could 
> happen.
> Goran
>
>
>
> ----- Original Message ----- 
> From: "Charles Engles" <cengles at cox.net>
> To: "tony DiGiovanna" <tonydigi at optonline.net>
> Cc: <detomaso at realbig.com>
> Sent: Saturday, September 27, 2008 11:03 PM
> Subject: Re: [DeTomaso] 351C Crankshaft Question
>
>
>> Dear Tony,
>>
>>
>>             In my opinion, a stock crank would work fine in such a
>> situation.
>>
>>
>>                            Haven't broke a crank yet,  Chuck Engles
>>
>>
>>
>>
>> ----- Original Message ----- 
>> From: "tony DiGiovanna" <tonydigi at optonline.net>
>> To: "Daniel C Jones" <daniel.c.jones2 at gmail.com>; <detomaso at realbig.com>
>> Sent: Friday, September 26, 2008 11:19 PM
>> Subject: Re: [DeTomaso] 351C Crankshaft Question
>>
>>
>>> One more time on a common debate:  For a stock-displacement Cleve of 
>>> 10:1
>>> compression for occasional track and street use, do we prefer a stock
>>> crank,
>>> cast steel crank, or forged crank????
>>> Either way, I'm leaning for an internally-balanced set-up this time
>>> around.
>>>
>>>
>>> -----Original Message-----
>>> From: detomaso-bounces at realbig.com
>>> [mailto:detomaso-bounces at realbig.com]On Behalf Of Daniel C Jones
>>> Sent: Thursday, July 17, 2008 5:30 PM
>>> To: detomaso at realbig.com
>>> Subject: Re: [DeTomaso] 351C Crankshaft Question
>>>
>>>
>>>> Does anyone know if this is a correct 351C crankshaft, or is it one of
>>> those
>>>> Windsor cranks that's been machined to fit a Cleveland, but require 
>>>> some
>>> kind
>>>> of spacer arrangement to mount the dampener?
>>>
>>> It requires the snout spacer.  More importantly it is designed for 6" 
>>> rods
>>> so you won't have to turn the OD down to clear the piston skirts.  Many
>>> of the Windsor with 351C main cranks are designed for 6.2" rods and
>>> when used in a 9.2" deck block with 6" rods, there is a piston skirt
>>> clearance issue which requires the crank OD be reduced which then upsets
>>> the balance requiring expensive Mallory metal and labor.
>>>
>>> The SCAT 9000 series cast crank is the only one that I'm aware of
>>> that uses a true 351C snout and does not require a spacer.  The rest
>>> of the SCAT forged steel cranks don't have the OD problem but they
>>> do require the spacer.
>>>
>>> Carrillo (via their K1 subsidary) is making 351C main forged steel 
>>> cranks
>>> in 3.5", 3.75" and 3.9" strokes.  They are designed for 6.125" rods and
>>> internal balance (the Eagle and SCAT cranks are 28.2 oz-in external).
>>> They do require the snout spacer and are $729 from flatlander last I
>>> checked.
>>>
>>> Dan Jones
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>>
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>
>