my uncle claims ot have a 351 cleveland....

My bone stock 302 pulled to 5300 RPM with only the addition of a Holley 600. 'Even had a single exhaust at the time. Topped-out at 120 MPH with 3.55 gears. At that point, it was "out of breath"...

 

Aftermarket block

From all the info I've seen both the Iron Eagle and new Boss 302 blocks will handle much more than any factory block. I've seen claims of over 1k hp.

But, they're pricey.

Speed costs money, how fast do you want to go?

 

Cleveland heads

This illustrates the difference in the stock Windsor heads and the Boss heads.

My 70 Boss 302 was an honest 150mph car with 3.50 gears. That was at 5800 rpm

 

as fast as my wallet will take me, it's not a big plan right now, just thoughts and dreams, i plan to hold on to my car for quite a while, and just add on bit by bit, that would be why i would build a stock 302 up, than when i've fully exahusted all other upgrade options i would save for the stronger block, u know what i mean

 

Your math is off here. 3.50's with a 26" tire and 1:1 fourth gear at 150 mph is 6786 rpms.Even with a 28" tire (that's the tallest you can use in a Stang) the rpms at 150 would be 6300.

 

who said he had 26" tires...ust a thought

 

26" is pretty much the average tire diameter for Mustangs. They came with anything from 25's to 27's. The 67 Stang I had in the 80's with a 427 was a 150 mph+ car. I had it up to 150 one time at 5800 rpms, but that was with the 3.00 geared 9" it came with and 26" tires.

 

to put a 351w in a maverick requires butchering the shock towers. I cannot imagine the carnage that would be required to install a cleveland
347 is the way to go

 

yea, thats what i'm leaning towards now. what are some good cylinderheads(something like the cleveland heads...or just an all around good head)

 

we are running 66 289 4bbl heads now, but hope to upgrade to alum.
lunati 538/567 cam, weiland stealth intake, predator carb,
forged scat crank, rods hyperutectic pistons 2vr popups, main stud girdle.

 

Never was good at math!

But, I had a 28.75 tire under it. And, I'm sure it grew just a bit at that speed.

My Moroso Speed Calculator I had at the time (old slide rule type, wish I still had it) said 148. The car was not done, but I was. I don't really know how fast it would go. I'm much more enamoured with roll cages now, than I was then!

Bought the car in 1971 when I returned from RVN. Kept it until '75. Drove it to work every day and drag raced it on weekends. It ran 14.40s on street tires. Put 4.11s in it and it ran 13.80s. Ran 13.50s on slicks. Big bog off the line and power above 4000. Launched it at 2800 on street tires and 4000 on slicks. Made much more power with a "LaMans" cam in it. 12.90s on slicks and 4.11. But I was not happy with it as a drag car. It was a much better road car. Handled great and I outran every car I ever raced on the highway. Those speeds are nothing special today, lot's of cars can do it. But in 1972-75.....

Ah, the good old days. Sniff.

 

Good heads

Any of the aftermarket aluminum or cast iron heads will make plenty of power. Just match them to the rest of your combo.

By the time you rebuild and port factory iron heads you'll be in them about as much as a set of aftermarket heads. Unless you're into nostalgia (not a slam, as I am for specific applications), then aftermarket aluminum are the way to go. Save your money and buy the best you can afford.

Stock bottom end and good heads will outperform an all forged bottom end and poor flowing heads.

One caution, for 289s and 302s keep the port size down to 180 or so. They will make better midrange and still flow enough air for 7k rpm.

YMMV,
Jim

 

This is the formula I use: tire diameter times Pi (3.1416) to figure the circumference, then divide that into 63,360 (inches per mile) to get revolutions per mile. Multiply that times the gear ratio and you have the rpms at 60 mph. 150mph is 2.5 times 60 so you'd multiply your rpms at 60 2.5 times. I hated algebra in High school, never figured I would use it later in life, now it occupies my time while truckin down the interstate. I had the privilege of a getting a ride in a 70 Boss in the 80's when I had my 427 Stang. Sweet ride, felt every bit as fast as the 427 was.

 

DOHC 4.6 > than all!!!!

Anyway, I vote for the C simply because less people run them. The short deck windsor is in the same ball park as the Chevy 350. Booooorriiiiiinngg! Plus you're more likely to blow the mains out of a short deck block.

Take the cleveland heads and modify them for a stroked and poked W block and have the best of both worlds. The increase in cubes will match up better with the monster C ports.

Invest $150 or so in a die grinder and double cut burrs and you can fix a lot of the exhaust issues that the C head has. Get someone to fly cut the exhaust flange at an angle so it's not pointed down so much and make your own headers or "modify" some stock headers with a torch and pry bar.

 

You've obviously never done this swap...and, as Eddie stated earlier, it is actually easier to install the 351C...



Alot of you guys have great ideas, but you are missing the one that takes the cake over all...


Take the heads/crank from the Cleveland, build up a stout bottom end stroker kit (for you ballers out there - the new Boss block can "supposedly" be punched/stroked to 420 cubes ), screw it all together with quality fasteners/studs, and beat the living tar outta it with a power adder! (my personal preference would be turbo )