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SO, I was hoping to boost the performance of my '73 GT Wagon when I get it running, and was wondering if the 2v Aussie heads, with the 2v Aussie 4bbl manifold would be a good start? What kind of compression ratio would I look forward to? Would I be looking at much more than 164hp? Or it it really not worth the money?
 

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Ummmmmm, unless I'm missing something here, there is no suck animal as a 2V 4V manifold...

Or are you talking about a 2 Valve head V~S a 4 Valve head?

In a Ford of any ilk, the V normally stands for Venturi...

I hear that the 2V heads are incredible with a 4V intake... In fact I know a guy with 600 + HP running CHI 2V heads and a 4V intake... ;) It's in the water... :)
 

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How much money you got Aussie heads can be expensive unless you already got a set, as far as the intake you don't need a special intake edelbrock makes an intake for 2v cleveland heads that will work just fine for ya..

They will raise up the compression but I dont know how much and as far as flow they are the exact same as 351c 2v heads from the united states.
 

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Discussion Starter #4
Ummmmmm, unless I'm missing something here, there is no suck animal as a 2V 4V manifold...

Or are you talking about a 2 Valve head V~S a 4 Valve head?

In a Ford of any ilk, the V normally stands for Venturi...

I hear that the 2V heads are incredible with a 4V intake... In fact I know a guy with 600 + HP running CHI 2V heads and a 4V intake... ;) It's in the water... :)

A guy has it on Ebay, and his Aussie Ford Parts website. There is a definite difference between these ports, and the 4v ports.


~LINK~
 

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Oh cool! Thanks!
That's neat but I'm not a fan of the spreadbore carb's that Ford used... Nor the ones GM used for that matter...

But, if it makes your combo work, why not, huh? DanV lives down under, maybe he can get you one a bit cheaper...

But, I can just run an adaptor for a square bore.

DanV? Think he could hook me up with some heads too?
 

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Did I hear my name mentioned?

Clevelands here were used here from 1970 until around 1984 in both 302 and 351.

It's the closed chamber 302 heads which are the ones to get. The combustion chambers are slightly smaller than the closed chamber 4Vs, and will boost the compression ratio to over 11:1 with flat top pistons. 351 heads were either closed or open chamber 4Vs, and open chamber 2Vs. Make sure you get the 302 2Vs with the closed chambers!

As for the intake manifolds, we had 4 barrels on the 351 4Vs, while all the rest were 2 barrels until around 1977, when both the 302 and 351 went to 4 barrel Carters on Spreadbore manifolds.

So what to get?
302 closed chamber heads with 4V valves.
Aftermarket alum intake manifold.

I had a friend who basically had the same combination as mine, but he had 2V heads and I had 4Vs, and our 1/4 mile times were almost identicle. And he had more bottom end torque because we all know that 4Vs work better up in the higher revs, so it was he who got me off the line!

So having said all that, these things are getting harder to get over here these days. They are still around, but not as cheap as they used to be.
Your best bet would be to source them from a US distributer. There are a few around.
And we all know how heavy cast iron heads are, so freight would be the killer.
 

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Did I hear my name mentioned?

Clevelands here were used here from 1970 until around 1984 in both 302 and 351.

It's the closed chamber 302 heads which are the ones to get. The combustion chambers are slightly smaller than the closed chamber 4Vs, and will boost the compression ratio to over 11:1 with flat top pistons. 351 heads were either closed or open chamber 4Vs, and open chamber 2Vs. Make sure you get the 302 2Vs with the closed chambers!

As for the intake manifolds, we had 4 barrels on the 351 4Vs, while all the rest were 2 barrels until around 1977, when both the 302 and 351 went to 4 barrel Carters on Spreadbore manifolds.

So what to get?
302 closed chamber heads with 4V valves.
Aftermarket alum intake manifold.

I had a friend who basically had the same combination as mine, but he had 2V heads and I had 4Vs, and our 1/4 mile times were almost identicle. And he had more bottom end torque because we all know that 4Vs work better up in the higher revs, so it was he who got me off the line!

So having said all that, these things are getting harder to get over here these days. They are still around, but not as cheap as they used to be.
Your best bet would be to source them from a US distributer. There are a few around.
And we all know how heavy cast iron heads are, so freight would be the killer.
A local guy wants $300 for a set. Is it really worth it for the power? Would I be better off with a set of flat top pistons? I guess I'm looking for the best/most cost effective way of getting some more power from the Torino. What kind of numbers would I be looking at with just the closed chamber heads?

Also, would I be better off just upgrading the manifold and carb, and a cam? I was reading this Chiltons manual from '75, and it listed the 1970 351C as having a little under 350 hp, with 11:1 compression ratio. While the '73 with the 8:1 has 164.
 

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Barnett High Performance | Your performance HEADquarters!
351C based: 4 Barrel: Engine Kits:
#43 .030 351 4 barr HYDRO 357cid
461 horse 441 torque
BHP ported 4 barrel clev heads
cast steel crank
Steel 4130 I beam rods
FPS forged pistons
moly rings
CL77 bearings
Comp Cams 280h cam and lifters
3/8 pushrods and guide plates
Probe forged roller rockers
Performer Rpm intake
725 Road Demon JR with ford kickdown and manual choke
[email protected] 1'' phenolic carb spacers
$3850. plus tax and shipping

#44 .030 351 ROLLER 357cid
537 horse and 476 torque
The same as #43 but with roller cam
$4500. plus tax and shipping

#45 .030 351 HYDRO STROKER 383cid
459 horse and 459 torque
The same as #43 but with 383kit
$4000. plus tax and shipping

#46 .030 351 ROLLER STROKER 383cid
540 horse and 496 torque
The same as #44 but with 383kit
$4800. plus tax and shipping

#47 .030 351 HYDRO STROKER 393cid
456 horse and 467 torque
The same as #43 but with 393 kit
$3800. plus tax and shipping

#48 .030 351 ROLLER STROKER 393cid
539 horse and 503 torque
The same as #44 but with 393kit
$4600. plus tax and shipping

#49 .030 351 HYDRO STROKER 410-426 cid
455 horse and 477 torque
The same as #43 but with 410 kit
$3900. plus tax and shipping

#50 .030 351 ROLLER STROKER 410-426cid
540 horse and 514 torque
The same as #44 but with 410 kit
$4800. plus tax and shipping



Horsepower cost so how much do want and how much will you pay for it
This guy built mine & can built it cheaper than most, mine was 5300 complete shipping included. Set it in drive it off.
 

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A local guy wants $300 for a set. Is it really worth it for the power? Would I be better off with a set of flat top pistons? I guess I'm looking for the best/most cost effective way of getting some more power from the Torino. What kind of numbers would I be looking at with just the closed chamber heads?

Also, would I be better off just upgrading the manifold and carb, and a cam? I was reading this Chiltons manual from '75, and it listed the 1970 351C as having a little under 350 hp, with 11:1 compression ratio. While the '73 with the 8:1 has 164.
$300 is not a lot of money these days.
One of the first things that guys do over here, is either fit 351 4V heads or 302 closed chamber heads fitted with 4V valves. Then add your 4 barrel and intake. In my opinion, it will be the easiest way to add power, especially with the compression increase.

Don't forget that the 1970 hp figures were gross, and the 1973 figures were net.
 
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