20B

 

No no no no. Go back to 1967. Chevy took a 327 block and put a steel 283 crank in it for 302 (count them, three hundred and *two*) cubic inches. As well as every trick part in the Chevy calatog. Then they put it in the Z/28 package for their new Camaro, with the intention of kicking *** on the Mustang in SCCA road racing. Only 602 were built in '67 since the option wasn't well advertised, but many more were built in '68 and if you believe the badging today almost all '69s were Z/28's

Testers of the time reported that the engine didn't do much below 3k, but then it just sorta woke up and screamed to 7k and beyond.

Laughably rated at 290 gross HP.

This engine was used through the 1969 model year, at which point the SCCA changed the rules to allow an engine to be destroked to get to the 5000cc limitation, so Chevy made the more tractable (yet still way powerful) 350cid LT-1 engine.

Ford used 289's until 1968, which was the year they added a whole .13" of stroke, to turn it into a 302. Guess they couldn't keep up with the Bow Tie boys. They played with tunnel ports similar to the 427 Tunnel Port, but that wasn't tractable at *any* RPM, so they settled on borrowing the 351C-4V (that's "four venturi" aka four barrel, not "four valve") cylinder heads and slapping them on a beefed up 302, calling it... the Boss 302. Then for '70 they made the intake valves a little smaller, since even the 351C-4V heads simply had way too much breathing for a wee little 302 to handle on the street. 2V heads would have been a better choice, they had smaller (more useable) valves and ports, but hey, at least Ford finally had the problem of ports that worked *too* well.

The Boss 302 was, also, laughably underrated at 290 gross HP.

Both were more like 330-350 net HP, at their *true* power peaks.

 

I thought you meant 4 VALVE.

 

no problem....man. tunnel ports,, crazy !! hey peejay
i've got a buddy who will sell me a complete 429 cobra jet from a torino with close ratio toploader for real cheap. not a super cobra jet, no oil cooler, BIG IRON !!

 

I would put in 383 stroker, easy 400 hp. 350 with 400 crank

 

A 400 de-stroker is a better bet. 400 cranks are stupid, the SBC has a really low camshaft so there is always problems with interference between the rods and the camshaft, so you need to run a special smaller diameter camshaft (which is more flexible) and/or grinding metal off of the rod shoulder. Plus there isn't that much room in the Chevy deck height for a stroke that long with decent sized rods.

A 400 de-stroker, on the other hand.... get special adapter bearings and run a 3.48 or better yet a 3.25" stroke crank in that 400.

You can get an easy 400hp from just a bone stock 350 with all the Edelbrock Performer RPM goodies, or for less money just get an LS1 engine and breathe on it mildly. But 350s are like 13Bs, everybody wants one even though there are better options in the engine range

 

so you're saying a 20b would be better?

 

12A.

 

yeah no camshaft to hit when you put the 400 crank in it

 

Hey,peejay ... help me out here.. 351C 's were around
in 1968 1/2.. you know everything was released 6 months before of the date. i thought ford released the 351C in1971 in the torino/ranchero ? Am i safe to think
that the 351C was a mercury implement in the 1969 mercury cougar eliminator ?? that could of had a 302 boss, 351C, and 428 cobra jet (police intercepter)
because everything ford 1967 up that was hi-performance was a "Y" block "FE" series, not including the 271 "K" 289. i remember dan gurney took a 1969 cougar eliminator and did his thing to it with a 390 4V different hood and ground effects. i'll research it after i post this... aaaahhhhhhh someboby who knows the 60's big iron both bow tigh and blue oval

 

The 351C was technically a "Mercury" design. IIRC it was introduced in '68 1/2 not 67 1/2. I don't know what they were first installed in but the whole line (Cougars, Montegos, Monterreys) is a safe bet. 351's were issued somewhat indiscriminately for the first years - generally if you ordered a 351-2V it was a Windsor and if you ordered a 351-4V it was a Cleveland, but there were 4-barrel Windsors (heads were very popular before the availability of aftermarket Windsor/small block heads in the 90's) and 2-barrel Clevelands.

The FE was *not* a "Y-Block". Y-Blocks were Ford's first production car pushrod V-8, to take over from the flathead. If you look at the Y-Block's block it looks rather... flatheadish.

Allegedly they made '69 and '70 Eliminators with Boss 302's, but every one I've seen had a 351C. Furthermore, there is a sweet '70 Torino Cobra for sale in my general area (only $3800!) with a 351C-4V. Hell the engine is probably worth that much, combine with that sweet NASCAR bodystyle...