The Pantera Place
"Your de Tomaso Connection"
The Pantera 351 Cleveland Engine
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Mike Dailey's Pantera engine with an aluminum 4V Edelbrock Performer Intake manifold and Holley 600 carburetor with vacuum secondary and electric choke. This is a common carburetor setup for street driving. With this configuration the Hall Pantera air cleaner fits under the stock engine screen. Note the small secondary throttle return spring for safety.
Dan Jones' Pantera engine with an aluminum 2V Weiand 7516 Xcelerator Intake manifold and Holley 735 carburetor. With this configuration the air cleaner fits under the stock engine screen. The engine uses 2V Australian heads.
351 Intake Manifolds, by Dan Jones
A Ford Motorsport M9424 A331 high port aluminum Intake manifold by Jack Roush Engineering.
Australian, Terry Parker's new spider type 351C intake manifold and port stuffers. Available for 2V or 4V heads. Terry Parker USA Performance Imports P/L 29 Hoffmann Street Maryborough, Qld 4650 AUSTRALIA Ph/Fax +01161 741221636 Terry Parker firstname.lastname@example.org These images were sent in by Dan Jones.
An M-9424-C351 SVO intake manifold for mounting high port heads on a 9.5" (Windsor or SVO) deck block. This intake is designed for short track racing. One interesting feature of this intake is that it can be easily converted for use on a 9.2" block. In fact, itís the same casting as the M-9424-D351 intake. The only difference between a C351 and a D351 is the amount the sides are milled. If you look closely at the bottom of the intake, youíll see dual end seal ribs, allowing the intake to seal either a Windsor or a Cleveland block. For Cleveland use, you ignore the water neck or use the SVO M-8952-A351 coolant crossover.
A high port SVO intake manifold that has been modified to fit a 400 block equipped with SVO C302B high port heads. Originally raced on a circle track car, this intake will be cleaned, welded, shot-peened to improve the cosmetics.
The 400 FMX block is a special version of the standard Ford 400 block. What makes it different is that most 400ís have the standard Ford big block (370/429/460) bellhousing bolt pattern and a unique motor mount pattern. However, in 1973 only, Ford produced a special version of the 400 with a small block bellhousing bolt pattern and dual motor mounts. This allows it to bolt up to a Panteraís ZF bell-housing. BTW, the 400 is a taller deck (10.296" versus 9.2") cousin to the 351C with larger main journals.
A Holley Strip Dominator 351C-4V intake manifold. Itís a single plane, air-gap, open plenum, high rise design with no provisions for carb heat. Among the Pantera crowd, the Strip Dominator has the reputation of being the best horsepower intake. It may give up some low end to the Blue Thunder but itís still smooth and tractable. With itís tarantula layout, itís also one the best looking intakes for the 351C-4V. Unfortunately, the Strip Dominator is currently out of production, though there are rumors Holley or a third party may revive it. One unique feature of the Holley Cleveland intakes, both Street and Strip Dominators, are their trapezoidal carb opening. These are the only aftermarket intakes that will directly mount a Motorcraft 4300D spreadbore carb. The 4300D was original equipment on many (most) 4V Clevelands.
A very rare Cleveland intake is this Bud Moore "Box", with removable top. A variety of tops have been made, allowing any type of carb (standard Holley, Dominator Holley, 3x2 barrel, Autolite Inline 4 barrel, etc.) to be mounted. Pictured with single Holley 4150/4160 4 barrel top and Dominator top. This was the preferred intake for NASCAR and Trans Am use in the 1970ís. Itís difficult to tell from the photo but the flow makes a right angle turn, across the shelf, over to the adjacent side wall where the runner begins. Then it goes back across the manifold to the opposite side port. In effect, the Box is a tunnel ram, packaged neatly under a stock hood (and within NASCAR rules).
Two Edelbrock intakes for SVO high port heads on a 9.2" deck block. The tall one on the left is a prototype version of the Edelbrock Victor 351-AH II (p/n 2990). The standard AH-II comes with a cast-in waterneck and two tall bosses for throttle linkage. The one pictured here has had both removed. It has also been ported, modified with a dry sump fitting, and had the end seal rails milled down. Apparently, this was an Edelbrock prototype as the word "special" is cast into the bottom of the valley cover.
On the right is an A331, this time by Edelbrock. Roush also produced an A331, though it is an entirely different intake. Like the Roush A331, the Edelbrock A331 carries the M-9424-A331 Ford Motorsport part number and the Ford Motorsport logo. It also carries the Edelbrock Torker part number and is essentially an Edelbrock Torker cast with smaller runners (4V width with raised floor) to match the high port A3 heads. The Edelbrock A331 is the lowest of all the high port intakes.
The Edelbrock F-351 2V (left) and Blue Thunder (right) intake manifolds. Note the difference in port size. The large port Blue Thunder intake is designed for 4V heads and the Edelbrock F-351 2V is designed for the smaller port 2V heads. Also note the difference in sheen. The F-351 has been bead blasted to a shiney silver while the Blue Thunder has been coated a dull gray.
The Blue Thunder a high rise, dual plane, design with provisions for carb heat. A close second to the Strip Dominator in top end power, the Blue Thunder has better low and mid-range power. Currently, the best all-around performance intake available for the 351C-4V. Itís about as tall as the Strip Dominator.
The Edelbrock F-351 2V is a low rise, dual plane, intake manifold with Holley carb bolt pattern. Note the oval 2V ports. The F-351 is an earlier version of the current Edelbrock Performer 351-2V (P/N 2750). A good all around intake for 2V heads, particularly in heavier vehicles, the Performer was also sold by Ford Motorsports under part number M-6049-F351.
An Offenhauser 360 Equa-Flow 351C-4V (p/n 5964). This is a low rise, single plane, intake manifold with split plenum. Note the notch in the plenum divider. The theory is that, under full throttle, the intake will act more like an open plenum, while under part throttle the divider will improve low rpm throttle response. Itís the lowest of all single plane manifold designs available for the Cleveland. Also available with a Holley Dominator carb bolt pattern under (p/n 5966). Donít confuse these manifolds with the Offy Dual Port which is an entirely different approach. See the manifold guide (under construction) for details.
Pictured from left-to-right are the Blue Thunder high rise dual plane for 4V heads, the Edelbrock F-351 for 2V heads, the Edelbrock AH-II for high port heads, and the Edelbrock/Ford Motorsport A331 for high port heads.
A very rare Ford 3x2 barrel dual plane intake for the 351C-4V. Probably only a half a dozen or so of these intakes exist. They were built to use a set of Corvette or Mopar Six Pac vacuum secondary carbs, modified with Holley side hung fuel bowls. Due to the carb spacing, center hung float bowls will not fit. Also, Ford mechanical tri-power carbs will not fit.
A Weiandís tunnel ram for dual Holley carbs. Available under p/n 1996 for Holley 660 carbs or p/n 2994 for dominators. Offenhauser also manufactures a similar tunnel ram.
An Edelbrockís Torker single plane intake for 4V heads.
A production model of the Edelbrock Victor AH-II intake for SVO high port heads mounted on a 9.2" deck block. Unlike the special version shown elsewhere on this page, the production model incorporates a waterneck and bosses for throttle linkage.
An unmarked independent runner intake manifold for mechanical fuel injection. My guess is itís either a Doug Nash or Falconer Dunn intake.
On the left is a Weiand 7516 Xcelerator 2V intake fitted with a drop base filter case, 14" x 2 ľ" K&N filter element, and a Holley 735 carb. As installed in my Pantera, this configuration fits under the stock engine screen. My engine uses 2V Australian heads which combine the high compression early 4V quench-style combustion chamber with the 2V ports.
On the right is a picture of an uninstalled Weiand Xcelerator 2v. Itís a single plane, open plenum, intake and comes essentially pre-ported with intake runners that are larger than stock 2V head ports. For best performance, this intake requires port-matching to the heads.
Terry Parkerís latest intakes for the 2V and Clevor engines. The Clevor intake is for 2V Cleveland heads on a Windsor block.
The UltraFlow intake manifold for the 2V and 4V Cleveland. UltraFlow, P.O Box 1062, Regents Park, Brisbane, Queensland, Australia
The new UltraFlow EFI manifold for the 351 Cleveland. The manifold photographed is the prototype used in testing. The test engine was a 351 Cleveland fitted with open chamber heads with standard valves and a mild pocket port job. Compression ratio was set at 8:1 so standard unleaded fuel could be used. A small hydraulic cam shaft (204o @ 0.050 , 0.272 lift, 106/114 LC) was used. This combination produced 405 ftlbs of torque @ 4500 rpm and 390 hp @ 5250rpm. UltraFlow, P.O Box 1062, Regents Park, Brisbane, Queensland, Australia
Dick Kochís twin turbo fuel injection manifold combines a custom upper plenum on top of tunnel ram lower.
The Pantera Performance Centerís very slick Weber look-alike independent runner electronic fuel injection system.
Mike Trustyís independent runner fuel injection system. Though it looks much like PPCís system, Mike fabricated it himself.
Gary Roys Kinsler mechanical fuel injection system.
Mike Dailey's Pantera with Hall Pantera 4V headers with aluminum coating. Two pictures on the left are the left header and the next two on the right are the right header. The Hall headers are connected to the stock ANSA pipes and mufflers.
Dan Jones' Pantera with Hedman 2V headers. Picture on the left is the left header and the two pictures on the right are the right header. The headers are sold by Larry Stock of Pantera Parts Connection (the other PPC). They are not available through general outlets like Summit or PAW. They are flanged to fit 2V ports, though many people use them on 4V heads. They are designed to fit the GTS pipes. Specs are 1 ĺ" diameter primary tubes, 28" to 29" primary length, 2 ľ" diameter collector. They come with a weld on reducer cone to adapt to stock (non-GTS) pipes.
Mike Drew provided this image of a GTS exhaust system for a L model Pantera. Note that the factory GTS system is a 4-into-2-into-1 system, as opposed to a Hedmann or Mind Train or Hall 4-into-1 system. The system has a fixed flange on the header rather than the movable flange used on the standard Pantera headers.
Mike Drew provided this image of a Borla exhaust system (no longer in productionówicked expensive and very ineffective, i.e. LOUD!)
Valve Train Components, by Dan Jones
SVO dual roller timing chain with adjustable nine position crankshaft gear. Note the double rows of gear teeth and chain links.
A lifter bushing for restricting the 351C oil flow and installation tool owned by Dan Jones. A number of oiling system modifications can be employed on high RPM Clevelands. One of the more effective modifications is to bush the passenger side lifter bores. The bushings are bronze and you adjust the oil hole to suit whether you're running solid or hydraulic lifters. In tests by a local (Ohio) dirt track racer, this modification was worth 20 to 30 psi (hot) at the rear of the engine. The mod can be done easily (and cheaply) on a Bridgeport. The original bore is used to locate and is simply bored oversize for a press fit bronze sleeve. Once the sleeves are in place, you hone them for a fit similar to the original clearance. You *don't* want a lifter seizing in the bore. The sleeves are available from Bearings Inc, Dixie Bearings, Bruening Bearings under p/n 1416-12. This bushing modification is often done in conjunction with oil gallery screw-in restrictors.
A set of dual springs with damper and retainer for a 351C.
A pair of titanium Yates valves.
A comparison of two aluminum roller rockers. The red one is the popular Harland Sharp Cleveland rocker. The gold one is the heavy duty Crane Gold Race rocker.
Hardened 351C pushrods by Ford Motorsport. Hardened pushrods are required when running guide plates.
A stock stamped steel valve cover that has had the top snipped and folded back to allow valve lash adjustment with the engine running.
Mike Drew provide this image of a de Tomaso polished valve cover with the "De Tomaso" name on the top. The covers come polished, painted or plain.
Head Components, by Dan Jones
A pair of M-6049-A3 high port aluminum Cleveland style cylinder heads. A little background is in order. Before the Yates heads were introduced, SVO's high port canted valve aluminum heads were the A3, B351, and C302. The A3's had the largest ports of the lot (241 cc intake and 134 cc exhaust) and were optimized for 355 cid and larger engines used in drag and circle track racing. The B351's had 223 cc intake and 106 cc exhaust ports and were optimized for NASCAR 355's. The C302's had the smallest ports (212 cc intake and 95 cc exhaust) and were optimized for 320 cid and under Trans Am engines.
These heads were designed to be compatible with Boss 302, Boss 351, and 351 SVO valvetrain components and pistons. Except for the intake and exhaust manifold differences (required by the port location and shape differences), these heads were designed to be 1-for-1 replacements for Boss 351 cylinder heads. They use a Cleveland style quench chamber and used standard 302 Boss/351 Boss/351C-4V/351 SVO valve train parts (valves, studs, guide plates, rocker arms). They have cast iron seats and guides (titanium valve compatible) and are milled for studs and guide plates. They are also cast with combustion face and front and rear coolant outlets to allow use on Windsor, Cleveland, and SVO blocks. Pipe plugs are provided to seal the threaded openings as required. The fact that they are basically bolt ons, unlike the Yates, makes them very desirable heads for Pantera owners and Cleveland racers.
A3 intake and exhaust ports. The A3 intake port is the same width and location as the 4V but the lower section is filled in. Specific high port intakes were available or one could weld up a 4V intake to match. Other SVO high port heads (B351, C302) had narrower intake ports. Notice how much the circular exhaust port is raised. You can actually see the valve seat from the exhaust port. Very nice!
A pair of early Phase 1 1/2 high port cylinder heads. High port heads were originally referred to as Phase 1 (A3), Phase 1 3/4 (B351), and Phase III (C302, D302) heads. The ones pictured carry an A3 part number but also have the Phase 1 1/2 markings. None of the SVO literature I have mentions these heads but they have exhaust ports similar to that of the later A3's but intakes more like B351's.
One the right an another view of the Phase 1 1/2 heads. The combustion chambers started out with a conventional quench shape but were re-contoured to match a NASCAR D-dome piston. These heads have been ported, polished, and cc'd. The numbers scratched into the exhaust port indicate 234 CFM.
A comparison of A3 and Phase 1 1/2 intake ports. The Phase 1 1/2 appears to have narrower intake ports more like the B351. Otherwise, the head is very similar to later A3 heads.
A modified 351 head gasket with added holes to improve cooling.
351C Block, by Dan Jones
The connecting rod you hope you never see in your 351! This was caused by a old style two piece valve that came apart and stopped up the works! A standard bore block and quench head were ruined but amazingly enough the crankshaft checked out straight and passed magnaflux. It's turned 7000 rpm a number of times since the rebuild.
The damper on the left is an SVO C351 model, with removable weight that allows it to be used with either internally (neutral) balanced or externally (28.2 oz-in) balanced crankshafts. The Romac balancer on the right is neutral balance but is also available for externally balanced crankshafts. The Romac piece is SFI compliant, rebuildable, and fully degreed. It's imported from Australia by Ford Power Parts.
Mike Drew provided the image of the heater hose shut-off valve. Made from components available at any good hardware store, the parts cost about $15-17. On the right are polished stainless steel water tanks; the pressure tank has a wholly unnecessary port for a water temp switch, same as the stock tank. This port should be PLUGGED and the wire routed to the water temp switch already located on the front of the motor (near the water pump.)
Mike Drew provided this image of a Stainless steel water pipe kit (From Pantera East.)
The Pantera uses a hydraulic master and slave cylinder for the clutch linkage.
The clutch master cylinder