[DeTomaso] The 351C dyno mule is on its way to Silver State... I think
Daniel C Jones
daniel.c.jones2 at gmail.com
Tue Sep 12 17:55:15 EDT 2017
Got a call today that Gerry Romack was warming up the 351C dyno mule engine
which now resides in his Pantera. Pending a successful shakedown run, the
plan was to load the car up on the trailer and drive to Nevada. Once
there, he has to meet up with Larry Stock to replace a scored rotor and
pad, complete rookie orientation Thursday morning and pass tech inspection
before running the race. Why is he using the dyno engine, you may ask? He
called a couple of weeks ago to see if I had an engine available as he was
signed up for the race but his engine had developed a bad vibration. I
didn't have anything ready built and two weeks was too short to build one
from scratch but the dyno 351C was sitting covered up at Dave McLain's
shop. I contacted Dave and he said he was game so a plan was hatched, a
deal was made and parts were ordered. Dave had the engine running on the
dyno Thursday and Gerry met us Friday. We spent some more time on the dyno
then loaded the engine in the trailer late Friday afternoon and sent Gerry
on his way to Dave Doddeck's place in Peoria, IL. Saturday and Sunday
Dave, Gerry and several other members of the Great Lakes chapter of the
Pantera Owners Club of America spent the day swapping the engine and fixing
various issues. Gerry was running EFI but we didn't have time to tune the
system on the dyno so I lent him an intake and distributor and McLain lent
him his dyno carb and fuel log for the race. Also, the Armondo gated and
baffled road race pan didn't arrive in time so I swapped him the one from
my Fontana engine.
The engine consists of the dyno mule short block (stock stroke with 0.030"
over TRW L2379F forged flat top pistons, Reed hydraulic roller cam, Crane
link bar hydraulic roller lifters), a pair of Trick Flow Specialties 195cc
351C-2V aluminum cylinder heads and a Weiand X-Celerator 351C-2V low rise
single plane (p/n 7516). On the dyno, the little 351C made 491 HP @ 6000
RPM and torque was over 400 ft-lbs from 3500 RPM to 6000 RPM with a peak of
470 ft-lbs. The dyno runs were made through 1 3/4" diameter primary, 3"
diameter collector, Mustang chassis long tube headers, intermediate pipes
and a pair Magnaflow mufflers. Best timing was at 28 degrees. Flow bench
numbers are below.
We had several 351C-2V intakes available for testing including Offenhauser
Dual Port, Edelbrock Performer 2V, Holley Street Dominator 2V, Weiand
Xcelerator 2V and Edelbrock RPM Air Gap 2V but, due to time constraints, we
only ran the Weiand. In previous testing, the Weiand was bested by the
Holley Street Dominator and Parker Funnelweb and I think the RPM Air Gap
would have done quite well on this engine but those test will have to wait
for another day. In any case, I'm sure this engine would top 500 HP with
only an intake manifold swap.
I'll do a full write up with pictures later.
Dan Jones
Intake Exhaust
Lift 2.08" 1.60"
Inches CFM CFM
0.025 13.3 10.3
0.050 32.8 26.8
0.100 64.8 55.9
0.150 98.5 87.0
0.200 134.1 114.9
0.250 164.6 136.0
0.300 193.5 154.8
0.350 220.6 173.0
0.400 240.6 190.4
0.450 266.8 200.8
0.500 283.6 206.1
0.550 298.8 208.9
0.600 304.0 211.2
0.650 312.2 212.3
0.700 289.4 213.3
0.750 290.5 213.8
0.800 290.6 215.9
TFS 195cc 351C-2V heads, 62cc chambers, tested on Dave McLain's SuperFlow
flow bench at 10" and converted to 28", clayed intake radius but no exhaust
pipe.
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Got a call today that Gerry Romack was warming up the 351C dyno mule
engine which now resides in his Pantera.A Pending a successful
shakedown run, the plan was to load the car up on the trailer and drive
to Nevada.A Once there, he has to meet up with Larry Stock to replace
a scored rotor and pad, complete rookie orientation Thursday morning
and pass tech inspection before running the race.A Why is he using the
dyno engine, you may ask?A He called a couple of weeks ago to see if I
had an engine available as he was signed up for the race but his engine
had developed a bad vibration.A I didn't have anything ready built and
two weeks was too short to build one from scratch but the dyno 351C was
sitting covered up at Dave McLain's shop.A I contacted Dave and he
said he was game so a plan was hatched, a deal was made and parts were
ordered.A Dave had the engine running on the dyno Thursday and Gerry
met us Friday.A We spent some more time on the dyno then loaded the
engine in the trailer late Friday afternoon and sent Gerry on his way
to Dave Doddeck's place in Peoria, IL.A Saturday and Sunday Dave,
Gerry and several other members of the Great Lakes chapter of the
Pantera Owners Club of America spent the day swapping the engine and
fixing various issues.A Gerry was running EFI but we didn't have time
to tune the system on the dyno so I lent him an intake and distributor
and McLain lent him his dyno carb and fuel log for the race.A Also,
the Armondo gated and baffled road race pan didn't arrive in time so I
swapped him the one from my Fontana engine.
The engine consists of the dyno mule short block (stock stroke with
0.030" over TRW L2379F forged flat top pistons, Reed hydraulic roller
cam, Crane link bar hydraulic roller lifters), a pair of Trick Flow
Specialties 195cc 351C-2V aluminum cylinder heads and a Weiand
X-Celerator 351C-2V low rise single plane (p/n 7516).A On the dyno,
the little 351C made 491 HP @ 6000 RPM and torque was over 400 ft-lbs
from 3500 RPM to 6000 RPM with a peak of 470 ft-lbs.A The dyno runs
were made through 1 3/4" diameter primary, 3" diameter collector,
Mustang chassis long tube headers, intermediate pipes and a pair
Magnaflow mufflers.A Best timing was at 28 degrees.A Flow bench
numbers are below.
We had several 351C-2V intakes available for testing including
Offenhauser Dual Port, Edelbrock Performer 2V, Holley Street Dominator
2V, Weiand Xcelerator 2V and Edelbrock RPM Air Gap 2V but, due to time
constraints, we only ran the Weiand.A In previous testing, the Weiand
was bested by the Holley Street Dominator and Parker Funnelweb and I
think the RPM Air Gap would have done quite well on this engine but
those test will have to wait for another day.A In any case, I'm sure
this engine would top 500 HP with only an intake manifold swap.
I'll do a full write up with pictures later.
Dan Jones
A A A A A A A IntakeA Exhaust
LiftA A A A 2.08"A A 1.60"
InchesA A A CFMA A A A CFM
0.025A A A 13.3A A A 10.3
0.050A A A 32.8A A A 26.8
0.100A A A 64.8A A A 55.9
0.150A A A 98.5A A A 87.0
0.200A A 134.1A A 114.9
0.250A A 164.6A A 136.0
0.300A A 193.5A A 154.8
0.350A A 220.6A A 173.0
0.400A A 240.6A A 190.4
0.450A A 266.8A A 200.8
0.500A A 283.6A A 206.1
0.550A A 298.8A A 208.9
0.600A A 304.0A A 211.2
0.650A A 312.2A A 212.3
0.700A A 289.4A A 213.3
0.750A A 290.5A A 213.8
0.800A A 290.6A A 215.9
TFS 195cc 351C-2V heads, 62cc chambers, tested on Dave McLain's
SuperFlow flow bench at 10" and converted to 28", clayed intake radius
but no exhaust pipe.
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