331, 347, or 408?

[HoosierDaddy]

Oh, it was just a 351. The affordable factory stroker. It did have the typical stoker parts to make it run good, a little compression, good heads, and a mellow cam.

LOL! I know , I know ... totally agree ...
This is why I wrestled soo long with my decision. In the end, I had everything I needed for the 347 on hand already, except the rebuild/stroker kit ... which the 351 would have needed also. Either pay for a new donor block and start looking for 351 GT40 intakes and any other 351 parts I may need, or pay for the stroker kit and use what was on hand.
At the time, and still at this point, hood clearance is a concern with the GT40 intake AND I want to use the original hood. The extra height of the 351 gave me some concern. It seemed about half had it fit, the other half need a body lift.

Another thing , when I started this, the mod motor conversions were rare. Now it seems they are becoming common place. I may look into those next.
But that will be a long ways off... probably by then, we'll be doing Eco-boost conversions.

 

[sykanr0ng]

Trying to fin my old dyno sheet (that was 2 computers ago). I know I posted it at one time but I can't find it in my searches. Looks like it was in Bronco Driver #17.

I recall it being 250 HP and 300 torque. Torque curve was very flat, just a mild rise in the mid range.

Oh, it was just a 351. The affordable factory stroker. It did have the typical stoker parts to make it run good, a little compression, good heads, and a mellow cam.

LOL! I know , I know ... totally agree ...
This is why I wrestled soo long with my decision. In the end, I had everything I needed for the 347 on hand already, except the rebuild/stroker kit ... which the 351 would have needed also. Either pay for a new donor block and start looking for 351 GT40 intakes and any other 351 parts I may need, or pay for the stroker kit and use what was on hand.
At the time, and still at this point, hood clearance is a concern with the GT40 intake AND I want to use the original hood. The extra height of the 351 gave me some concern. It seemed about half had it fit, the other half need a body lift.

Another thing , when I started this, the mod motor conversions were rare. Now it seems they are becoming common place. I may look into those next.
But that will be a long ways off... probably by then, we'll be doing Eco-boost conversions.

The 351 fans do tend to gloss over the negatives.
I compared an EFI 5.0L based stroker vs an EFI 351W and costs were about the same, but the stroker fits better and has fewer cooling problems

Modular?
Close to the same size as a 460 (which are way cheaper and make much more torque).

 

[edmedlin]

You can look at specs on a 302, 360hp 375lb-ft tq ATK motor that makes a lot of it's torque under 3000rpm. It's all what you want. The cam profile makes all the difference. 302s are replacing the SBC motors more and more on asphalt short tracks and winning. Not 347s, 302s. It's all in the cams. The 302 can take 7000+ rpms and do it lap after lap. They can also make torque at low rpms if you have the proper cam. It WILL lope some. The 302 will still make good vacuum for power brakes and stuff if you need it.

 

[nvrstuk]

I don't see any fit issues with a 351w and to cool it, just be efficient . I ran a 351w from '85 till 2011 never had a cooling issue- in fact I ran cardboard in front of the radiator every winter! Every winter so I could defrost the windshield some!

Can't replace long stroke with a cam, just cam and cool (usually easy) the 351w correctly and have the best of all your comparisons.

 

[tabascom16]

I built a very similar 408W for mine about 11 years ago. Same compression and same exact cam duration (other than mine is a flat tappet cam).

With your gear ratios and tire size, that cam is not going to be ideal to get those engines up in their peak RPM . I have 4.10s and use to run 35s, switched to 33s and much happier.

A cam that size does sacrifice some low RPM performance and does not have peak torque until 3600+ rpms.

That lobe separation is not ideal either. You can get better performance with a different cam. Look at this article. http://www.hotrod.com/articles/1110phr-testing-three-cams-on-a-347-ford/

a 408 will have underhood fitment issue especially if the intake has any rise over the stock. Can also run into header issues on the passenger side wheel well.


Get whatever cube engine you want, but I would recommend a different cam. Something with a 106 to 108 LSA and absolutely no more duration that the cam they are using.

 

[LowCountryEB]

The cams we use on the engines that Low Country quoted, with great low/mid-range torque. They also pull enough vacuum to operate power brakes. Peak horsepower on 331, 347 and 408 is right at 5800 rpm. Peak torque at 4000 rpm. The 306 with the shorter stroke has peak horsepower at 6000 rpm and peak torque at 4200.

We are starting a custom build program that we can talk about a cam change if that is what you want.

Scott Liggett
BluePrint Engines
1(800)483-4263
info@blueprintengines.com
www.blueprintengines.com

Scott-

How is the custom build program you started working out? Let me know, thanks!