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Joined: December 23rd, 2008, 10:15 am

February 12th, 2012, 9:08 am #1

How does this sound for a daily driver street machine? Give me your opinions please.

1970 351C with Ford Motorsport cam, M-6250-A341, Lift: Intake = .510; Exhaust = .536, 214/224 @ .050
73 degrees overlap, hydraulic, original cast iron 1970 4V closed chamber cylinder heads, dipped, inspected, magnu-fluxed, valve guides and valve job, stainless steel valves, premium 21-4N / EV-8, 4% nickel, single piece construction, swirl polished/jet flow under-head design, hard chromed valve stems, hard tips, single keeper groove design, dish head for reduced weight, 2.190" intakes with 45 degree face angle, 1.710" exhausts with 45 degree face angle, Comp Cams Pro Magnum hydraulic lifters, high performance valve springs, chrome moly steel retainers and hardened locks, single groove, new Clevite bearings (mains, rods, cam), flat top pistons, new rings, Melling HV oil pump, MSD 6AL ignition module, MSD distributor, Blaster coil, 8 mm MSD plug wires, Edelbrock F351 4V intake, Holley carb (780 cfm), vacuum secondaries, Edlebrock high flow air cleaner, Cloyes true roller chain with .250" diameter solid rollers with carburized pins, precision machined cast iron cam gear, billet steel 3 keyway crank gear with 0°, 4° advance and 4° retard keyways, Ford C-6 3 speed automatic, rebuilt with high performance Red Raybestos stage 1 clutches and Kolene steel plates, kevlar band, Transtec soft parts, rubber seals, and gaskets, adjustable vacuum modulator, heavy duty, high stall, torque converter (11.4" bolt circle and 1.375" crank pilot), heavy duty brazed turbine and Torrington bearings, stall 2000 - 2700 RPM, TransGo shift kit, Procomp electric fuel pump, serpine belt, with Ford 9" 3.73 rearend.
Last edited by HOT_ROD_CAR on February 12th, 2012, 9:51 am, edited 1 time in total.
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Joined: May 20th, 2005, 4:48 pm

February 12th, 2012, 12:03 pm #2

What's your idea? Which side of the fence do you want to be on? Performance or efficiency?

If you're aiming for efficiency, there's a ton of stuff that I would change.

If you're aiming for performance, there's still a ton of stuff that I would change...haha



Brent Lykins
B2 Motorsports, LLC






Last edited by blykins on February 12th, 2012, 12:06 pm, edited 1 time in total.
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Joined: July 3rd, 2006, 6:24 am

February 12th, 2012, 4:43 pm #3

How does this sound for a daily driver street machine? Give me your opinions please.

1970 351C with Ford Motorsport cam, M-6250-A341, Lift: Intake = .510; Exhaust = .536, 214/224 @ .050
73 degrees overlap, hydraulic, original cast iron 1970 4V closed chamber cylinder heads, dipped, inspected, magnu-fluxed, valve guides and valve job, stainless steel valves, premium 21-4N / EV-8, 4% nickel, single piece construction, swirl polished/jet flow under-head design, hard chromed valve stems, hard tips, single keeper groove design, dish head for reduced weight, 2.190" intakes with 45 degree face angle, 1.710" exhausts with 45 degree face angle, Comp Cams Pro Magnum hydraulic lifters, high performance valve springs, chrome moly steel retainers and hardened locks, single groove, new Clevite bearings (mains, rods, cam), flat top pistons, new rings, Melling HV oil pump, MSD 6AL ignition module, MSD distributor, Blaster coil, 8 mm MSD plug wires, Edelbrock F351 4V intake, Holley carb (780 cfm), vacuum secondaries, Edlebrock high flow air cleaner, Cloyes true roller chain with .250" diameter solid rollers with carburized pins, precision machined cast iron cam gear, billet steel 3 keyway crank gear with 0°, 4° advance and 4° retard keyways, Ford C-6 3 speed automatic, rebuilt with high performance Red Raybestos stage 1 clutches and Kolene steel plates, kevlar band, Transtec soft parts, rubber seals, and gaskets, adjustable vacuum modulator, heavy duty, high stall, torque converter (11.4" bolt circle and 1.375" crank pilot), heavy duty brazed turbine and Torrington bearings, stall 2000 - 2700 RPM, TransGo shift kit, Procomp electric fuel pump, serpine belt, with Ford 9" 3.73 rearend.
I used that cam and it is certainly mild enough for a dairly driver. With pretty much the same configuration as you propose, it gave me 17 inches of vacuum and made enough power with headers to propel a 3900 lb vehicle to high 13 second quarter mile times at 102 Mph. The stock fuel pump worked fine. Expect about a 6,000 rpm shift point. All the best with your build.
Last edited by hawkxr7 on February 12th, 2012, 4:47 pm, edited 1 time in total.
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Joined: December 17th, 2003, 4:14 pm

February 12th, 2012, 5:02 pm #4

How does this sound for a daily driver street machine? Give me your opinions please.

1970 351C with Ford Motorsport cam, M-6250-A341, Lift: Intake = .510; Exhaust = .536, 214/224 @ .050
73 degrees overlap, hydraulic, original cast iron 1970 4V closed chamber cylinder heads, dipped, inspected, magnu-fluxed, valve guides and valve job, stainless steel valves, premium 21-4N / EV-8, 4% nickel, single piece construction, swirl polished/jet flow under-head design, hard chromed valve stems, hard tips, single keeper groove design, dish head for reduced weight, 2.190" intakes with 45 degree face angle, 1.710" exhausts with 45 degree face angle, Comp Cams Pro Magnum hydraulic lifters, high performance valve springs, chrome moly steel retainers and hardened locks, single groove, new Clevite bearings (mains, rods, cam), flat top pistons, new rings, Melling HV oil pump, MSD 6AL ignition module, MSD distributor, Blaster coil, 8 mm MSD plug wires, Edelbrock F351 4V intake, Holley carb (780 cfm), vacuum secondaries, Edlebrock high flow air cleaner, Cloyes true roller chain with .250" diameter solid rollers with carburized pins, precision machined cast iron cam gear, billet steel 3 keyway crank gear with 0°, 4° advance and 4° retard keyways, Ford C-6 3 speed automatic, rebuilt with high performance Red Raybestos stage 1 clutches and Kolene steel plates, kevlar band, Transtec soft parts, rubber seals, and gaskets, adjustable vacuum modulator, heavy duty, high stall, torque converter (11.4" bolt circle and 1.375" crank pilot), heavy duty brazed turbine and Torrington bearings, stall 2000 - 2700 RPM, TransGo shift kit, Procomp electric fuel pump, serpine belt, with Ford 9" 3.73 rearend.
For a daily ride, ran almost the same combo but with a 735 Holley. I drove it everyday except winter, for two years!
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Joined: June 12th, 2009, 1:31 pm

February 12th, 2012, 5:14 pm #5

How does this sound for a daily driver street machine? Give me your opinions please.

1970 351C with Ford Motorsport cam, M-6250-A341, Lift: Intake = .510; Exhaust = .536, 214/224 @ .050
73 degrees overlap, hydraulic, original cast iron 1970 4V closed chamber cylinder heads, dipped, inspected, magnu-fluxed, valve guides and valve job, stainless steel valves, premium 21-4N / EV-8, 4% nickel, single piece construction, swirl polished/jet flow under-head design, hard chromed valve stems, hard tips, single keeper groove design, dish head for reduced weight, 2.190" intakes with 45 degree face angle, 1.710" exhausts with 45 degree face angle, Comp Cams Pro Magnum hydraulic lifters, high performance valve springs, chrome moly steel retainers and hardened locks, single groove, new Clevite bearings (mains, rods, cam), flat top pistons, new rings, Melling HV oil pump, MSD 6AL ignition module, MSD distributor, Blaster coil, 8 mm MSD plug wires, Edelbrock F351 4V intake, Holley carb (780 cfm), vacuum secondaries, Edlebrock high flow air cleaner, Cloyes true roller chain with .250" diameter solid rollers with carburized pins, precision machined cast iron cam gear, billet steel 3 keyway crank gear with 0°, 4° advance and 4° retard keyways, Ford C-6 3 speed automatic, rebuilt with high performance Red Raybestos stage 1 clutches and Kolene steel plates, kevlar band, Transtec soft parts, rubber seals, and gaskets, adjustable vacuum modulator, heavy duty, high stall, torque converter (11.4" bolt circle and 1.375" crank pilot), heavy duty brazed turbine and Torrington bearings, stall 2000 - 2700 RPM, TransGo shift kit, Procomp electric fuel pump, serpine belt, with Ford 9" 3.73 rearend.
expect to need good high octane gas. n/m
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Joined: January 10th, 2002, 5:53 pm

February 12th, 2012, 6:04 pm #6

How does this sound for a daily driver street machine? Give me your opinions please.

1970 351C with Ford Motorsport cam, M-6250-A341, Lift: Intake = .510; Exhaust = .536, 214/224 @ .050
73 degrees overlap, hydraulic, original cast iron 1970 4V closed chamber cylinder heads, dipped, inspected, magnu-fluxed, valve guides and valve job, stainless steel valves, premium 21-4N / EV-8, 4% nickel, single piece construction, swirl polished/jet flow under-head design, hard chromed valve stems, hard tips, single keeper groove design, dish head for reduced weight, 2.190" intakes with 45 degree face angle, 1.710" exhausts with 45 degree face angle, Comp Cams Pro Magnum hydraulic lifters, high performance valve springs, chrome moly steel retainers and hardened locks, single groove, new Clevite bearings (mains, rods, cam), flat top pistons, new rings, Melling HV oil pump, MSD 6AL ignition module, MSD distributor, Blaster coil, 8 mm MSD plug wires, Edelbrock F351 4V intake, Holley carb (780 cfm), vacuum secondaries, Edlebrock high flow air cleaner, Cloyes true roller chain with .250" diameter solid rollers with carburized pins, precision machined cast iron cam gear, billet steel 3 keyway crank gear with 0°, 4° advance and 4° retard keyways, Ford C-6 3 speed automatic, rebuilt with high performance Red Raybestos stage 1 clutches and Kolene steel plates, kevlar band, Transtec soft parts, rubber seals, and gaskets, adjustable vacuum modulator, heavy duty, high stall, torque converter (11.4" bolt circle and 1.375" crank pilot), heavy duty brazed turbine and Torrington bearings, stall 2000 - 2700 RPM, TransGo shift kit, Procomp electric fuel pump, serpine belt, with Ford 9" 3.73 rearend.
Dual plane Ed intake, 600 Ed carb, 11" performance converter (2200~2400 ish) all go with that cam and gear. If you keep compression around 9.5:1. C6 will waste more power than you'd like, I'd use a C4. And for the timing chain, I recommend a 9 way FRPP item so it can be dialed in. Lose the ProComp pump and use at least a Mallory 70 or 110. The cam is a good one, I have one in the box. It was in my early 4V open chamber motor. I ran it with nearly the same specs I list and the car was a nice driver. I switched later to a 750 vacuum carb with a ProForm body on a dual plane for street/strip. Car ran 8.40s in the 1/8 at nearly 3400 lbs. Closed chamber heads - watch the tune up.



1967 Falcon 4 door 351C-4V
1970 Mustang 351C-2V
http://raceabilene.com/kelly/hotrod
Owner built, owner abused.
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Joined: December 23rd, 2008, 10:15 am

February 13th, 2012, 8:40 am #7

I used that cam and it is certainly mild enough for a dairly driver. With pretty much the same configuration as you propose, it gave me 17 inches of vacuum and made enough power with headers to propel a 3900 lb vehicle to high 13 second quarter mile times at 102 Mph. The stock fuel pump worked fine. Expect about a 6,000 rpm shift point. All the best with your build.
Wow, that's not bad at all! Sounds pretty good for a daily driver.
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Joined: December 23rd, 2008, 10:15 am

February 13th, 2012, 8:45 am #8

For a daily ride, ran almost the same combo but with a 735 Holley. I drove it everyday except winter, for two years!
Great! I'm putting together a daily street driver just for the fun of it!
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Joined: December 23rd, 2008, 10:15 am

February 13th, 2012, 8:50 am #9

Dual plane Ed intake, 600 Ed carb, 11" performance converter (2200~2400 ish) all go with that cam and gear. If you keep compression around 9.5:1. C6 will waste more power than you'd like, I'd use a C4. And for the timing chain, I recommend a 9 way FRPP item so it can be dialed in. Lose the ProComp pump and use at least a Mallory 70 or 110. The cam is a good one, I have one in the box. It was in my early 4V open chamber motor. I ran it with nearly the same specs I list and the car was a nice driver. I switched later to a 750 vacuum carb with a ProForm body on a dual plane for street/strip. Car ran 8.40s in the 1/8 at nearly 3400 lbs. Closed chamber heads - watch the tune up.



1967 Falcon 4 door 351C-4V
1970 Mustang 351C-2V
http://raceabilene.com/kelly/hotrod
Owner built, owner abused.
Thanks for all the great information. You guys are the experts, I'm just picking your brains so I can have as much fun as possible!
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Joined: December 23rd, 2008, 10:15 am

February 13th, 2012, 8:53 am #10

expect to need good high octane gas. n/m
Due to the higher compression ratio of the closed chamber heads?
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