April 2006
Cruise to Las Vegas by gathering at the Sierra Ave off ramp just 4 miles north of 210 on hwy 15. Turn left into the complex and look for other Panteras on Wednesday, Thursday, or Friday. Call Kent Snyder 626 966-0890 or you POCA newsletter for more details.
Reminders: from rkunishige@hotmail.com
? Car Museum Rick Flores hosting.
May 3-7 POCA Las Vegas Fun Rally
& Car Display at Orleans Hotel.
Kent & Sandi Snyder 626 966-0890.
May 10 TPOC Mtg 7PM
Mimi’s 18461 Brookhurst & Ellis FV. Bring your
car.
May
14 Long Beach Swap at
Memorial Stadium.
May
18-21 ORR Nevada Open Road Race (SilverState), Ely Nevada Call Dennis
Antenucci 626-796-3800 Ext 116.
Jun
11 Long Beach Swap
at Memorial Stadium.
Jun
14 TPOC Mtg 7PM
Mimi’s 18461 Brookhurst & Ellis FV. Bring your
stories.
Jun 15-17 ORR La Carrera Road Race,
Ensenada, Mexico Contact Dennis Antenucci 626-796-3800 Ext 116.
Jul 9 Long Beach Swap at Memorial Stadium.
Jul 12 TPOC Mtg 7PM
Mimi’s 18461 Brookhurst & Ellis FV. Bring your
associate.
Jul 30 Long Beach Swap at Memorial Stadium.
Aug 13 Long Beach Swap at Memorial Stadium.
Aug 18-19 Concorso Italiano & PI’s Laguna Seca
Historics sign up early.
Aug 26 TPOC BBQ
Ron & Gayle Huff.
Sep 10 Belmont Shore Show is a $25 must for Panteras each year. Register by
9/3 call 562 946-9800.
Sep 10 Long Beach Swap at Memorial Stadium.
Sep 14-17 ORR Silver Road Race, Ely, Nevada Contact Dennis
Antenucci 626-796-3800 Ext 116.
Sep
17 Long Beach Swap at
Memorial Stadium.
Oct
8 Long Beach Swap
at Memorial Stadium.
Nov
4-5 Willow Springs Open Track
featuring Panteras and Ferraris---Jim Saxton 626 285-2024. This TPOC event is on the fastest track in
the West. It is often seen on Speed TV
for car testing. Why not test your
ride where the pros test? This event is
for pro and novice alike classed in 4 groups.
Nov
12 Long Beach Swap at
Memorial Stadium.
Nov
26 Long Beach Swap at
Memorial Stadium.
Dec 3 TPOC Christmas Party Gayle Huff & Bob Singer host
this yearly event for all So Cal chapters.
Dec
10 Long Beach Swap at
Memorial Stadium.
TPOC
Christmas Party is special with a
new upscale site that promises to be even more fun than last year. Contact Gayle Huff or Bob Singer for more
info.
Write an article of your own and submit it to Mike Drew, Jack Deryke, or Dave Adler.
Please send any changes
to Judy McCartney at jpoca2@hotmail.com ‘cause we’re considering sending a TPOC
roster to you. Check your phone
numbers, email address and most importantly your associate’s name. Oops, it’s not normally listed but we do
want it for our database anyway. Then tell us what info you’d like to
include or exclude in the roster to all our chapter members. I’m considering placing all the info into a
TPOC directory for you.
The following information is largely from Muscle:
Mini or Maxi by Fred Freel in Petersen’s Complete Ford Book printed in
1973.
Those of you who have found the Boss 302 (Part #
D1ZV-6010-B), Boss 351 (D1ZZ-D), 351 Cobra-Jet and some 400C blocks with 4 bolt
mains, have a strong foundation for mods.
But two bolt mains can accommodate considerable abuse with mods of their
own.
There are four Boss type heads from which to
choose. Two are from the Boss 302 and
two for 351C. The best heads to use are
the 1970 Boss 302s. We need only drill
a 11/16” hole in the deck for the Cleveland water passage using its gasket as
guide. These have small 57cc chambers
and mate to either the original Windsor block or the 351C to raise their
compression. Ratios are expected to be
9.44:1 for 289, 8.97 for 302 and 11.62 for 351C/W. For lower Cleveland compression figures, select the Boss 351 for
9.5:1.
|
Head
Part # |
Application |
Min-Max
cc |
In./Ex. |
|
|
D10Z-6049B |
302-351W |
58.9-61.9 |
1.84/1.54 |
Lrg
ports & valves |
|
D0ZZ-A |
302-400 |
57.2-60.2 |
2.19/1.71 |
Lrg
ports w/small chamber |
|
C9ZZ-D
(right) |
302-400 |
61.3-64.3 |
2.23/1.71 |
Lrg
chamber, extra lrg valves |
|
D0ZZ-B
(left) |
302-400 |
61.3-64.3 |
2.23/1.71 |
Lrg
chamber, extra lrg valves |
|
D1AZ-A |
351C-400 |
76.9-79.9 |
2.04/1.65 |
Sm
ports, valves, open chamber |
|
D1AZ-B |
351C-400 |
64.6-67.6 |
2.19/1.71 |
Lrg
ports, valves, hydraulic cam |
|
D1ZZ-B |
351C-400 |
64.6-67.6 |
2.19/1.71 |
Lrg
ports, valves, mech cam |
|
D1ZZ-C |
351C-400 |
73.9-76.9 |
2.19/1.71 |
Lrg
ports, open chamber, hydraulic cam |
|
D2ZZ-A |
351C-400 |
73.9-76.9 |
2.19/1.71 |
Lrg
ports, open chamber, mech cam |
Cranks come in three main bearing diameters;
289-302, 351C and 351W-400C. Only stock
forged crank is the Boss 302 with 3” stroke.
All stock 351Cs are cast.
Remember, though, that the Boss 351 crank is a specially selected one at
the Ford plant and is a bit stronger stock.
Rods come in six stock sizes so the opportunity to
tune your engine to your tastes is there---3 for 302 and 3 for 351. How about rod/stroke ratios of 1.90:1 like
the old Chevy 283? This rod length
divided by stroke is thought by some to be ideal. It allows very good high rpm without too much loss of low-end
torque. High ratio yields top-end
performance while low ratio give us better low and mid-range power. Boss 302 has a ratio of 1.72:1 and its
brethren Boss 351 is in Steve Webster’s recommended range of 1.6-1.7 at 1.65:1. So, if you are going for a stroker engine,
take the time to calculate the rod ratio.
This will tell you how the engine is expected to respond to the right
pedal.
Chevy comparisons for us 57 Bel Air types have a rod ratio of 1.9 for
both our 265 and 283 engines. They sing
the very high notes with the right cam, valve train and light assembly. That’s one of the reasons they faired well
in early hot rodding days. Meanwhile my
favorite 327 spins the crank using a 1.754 ratio. The hot revving Z28 TransAm 302 copies the Bel Airs at 1.9. 350 move a reasonable 1.635 but the stock
400 pokes a leisurely 1.52 with tons of torque.
The same publication speaks to the need to replace
Shelby’s own FIA 289 Cobra’s tired engine with a new one. Mike McClusky, who maintained Shelby’s
fleet, chose a 72 Boss 351 to do the job.
It was balanced, cc’d, valves lightened and triple-angle cut. The foot wells were notched because the big
engine was set lower and 10% back to improve handling. Custom headers were
fashioned while the dual point distributor added the needed spark. Beefed up C4 made effective launches. Remember too that the much maligned C4 uses
the same design as the C6, FMX and Turbos but do require a simple mod. Removing a spring makes Falcon units shift
us crisply into the Galaxies beyond.
Also featured was the Wayne Gapp and Jack Roush Pro
Stock Pinto. It turned e.t.s in the low
9s with a 73 Cleveland as motive power through Lenco to the 5.57 cogs. It reminded me of Phyllis’ 73 Pinto wagon
but she had a single lever 4 speed and taller gears.
Rod Kunishige
April 28, 2006