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Turbo or blower on 351c 

 

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Posted: Sat May 28, 2005 12:47 pm 
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The bore splitting issue isn't helped by the 5.7 rod, switch to a longer rod like 6.125 chev rod and the stress on the bore is reduced, and you get a better rod ratio. If you are really gonna strees it half fill the block with grout.

I read somewhere recently, that up to 60% of clevo blocks have core shift to some degree.
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Posted: Sat May 28, 2005 1:50 pm 
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Strange as it may seem a Turbo engine with 8 to1 comp and max rpm of 6000 rpm..Limited by cam and turbine housing is possibly stronger than same power N/A..For a start there is some pressure on piston on exhaust stroke...But thats more a rod bolt issue..
Yes it would need some special bits like C.P pistons [very high in silicon but don't have issues related to hi silicon pistons] etc where clearance is tighter than std pistons would ever run at...Especially the old TRW forgies, the engine had to HOT as hell before they stopped rattling around in there...Then we wander why they split bores?Moff and the boys run longer rods or fitted pistons slot faceing back so offset effectively made rod longer...As a quiet engine in this case was not an issue...
They also had troubles with #3 main [from memory?] not getting enough oil...But the lower rpm and hi vol pump fixes alot of that!! Again with correct clearances and main bearings with good oil distribution, 360*...
What engine won highest N/A at supernats ??
Ha the Clevo block in back shed may come to use one day???Only 80k on it too...

 

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As in ZOOM 126 edition
331 Dart block,3.25/ 4340 steel crank, Oliver rods,TFS ported track heat heads, TFS track heat inlet Twin SC61 turbo's
Project 1UZ-EF has started.. S475 Turbo 4.0 V8 Mustang Celica.....

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Posted: Sat May 28, 2005 7:11 pm 
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the problem with the no 3 main is compounded by the firing order, you have 3 combustion events stroke after stroke in the one area, so large amount of stress concentarted on one main. Doesn't seem to create an issue with "normal" motors tho.
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Posted: Sun May 29, 2005 12:06 am 
Getting Side Ways
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LTD351 wrote:
the problem with the no 3 main is compounded by the firing order, you have 3 combustion events stroke after stroke in the one area, so large amount of stress concentarted on one main. Doesn't seem to create an issue with "normal" motors tho.


Oil supply in Clevo's at hi rpm is an issue go's through valve gear first...Mech lifters and oil restrictor's fix that to a point...
Windsors and clevo's 351's had the same fireing order didn't they ? The roller 5.0 is the same...I think ? 1-3-7-2-6-5-4-8

Another thing to remember when doing an EFI conversion is that there is 2 different firing orders for small block Fords. Early 289's, 302's and some late model 302's run the 15426378 firing order. Late model 302 HO's and 351W run the 13726548 firing order. Installing EFI on the 15426378 firing order is possible, but does not yield the same results as the late model HO firing order. When you mix, match these firing orders you may encounter some driveability problems like poor idle quality. The Mustang EFI system is a sequential fuel injection system, which means that the injectors are fired in a firing order just like the spark plugs. Mixing these firing orders (spark plug & injectors) can cause a rough idle and poor driveability.
If you are building an engine for an EFI conversion, make sure that the cam you install has the 13726548 firing order.

Clevo, Windsor 351 and roller had same firing order...
http://www.boxwrench.net/specs/ford_351C.htm


.....

 

_________________

As in ZOOM 126 edition
331 Dart block,3.25/ 4340 steel crank, Oliver rods,TFS ported track heat heads, TFS track heat inlet Twin SC61 turbo's
Project 1UZ-EF has started.. S475 Turbo 4.0 V8 Mustang Celica.....

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Posted: Thu Jun 16, 2005 11:21 pm 
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twin turbo if you got the room

 

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tubed and blown XD ute here u come!! yahoooo!!

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