Some of the statements in the above post are a bit misleading.
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Originally Posted by rdorman
Either can make that much HP without efi or supercharging... and efi systems don't have the edge like they used to... so long as max hp is a concern.
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Could you please elaborate on that? A carburetor can't touch a properly executed EFI system in terms of drivability, economy, OR power. Programmable engine management has come a long way in the past decade, but for the most part, the $250 Holley 4bbl carb you buy from Jegs/Summit today is the same thing you'd have bought 10 years ago. Sure, there are nicer carbs (Barry Grant "Demon" carbs being some of my favorites) available now that weren't around a few years back, but the point is that you get a lot more per $1000 spent on electronic engine controls than you do for the same money on a carbureted system.
I'd say carbs and EFI each has their place, but I wouldn't say that carbs are superior over EFI. Not even close.
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Me, I like the cleveland. Aside from the good stock heads, a stock bottom end that will live all day at 7000rpm (pro stockers ran 10,000 with 'stock' crank and never broke them) with nothing but decent pistons, bolts and assembly, they also make a number of great heads for it.
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Now, that's REALLY stretching it. First of all, if you spin a stock Cleveland to 7000 RPM you are almost guaranteed to have a bearing failure. Anyone who's been around and has built these engines to run at high engine speeds knows that you have to address the issue of the
oil system priority NOT being the main bearings. Do a little searching around on the 'net' and you'll see what I'm talking about. That's just the main bearing issue, next is. . .
THE CRANK. The 351C cranks are pretty good, but don't bet on making one live at 10k RPM. If you de-stroke and zero-balance a 351BOSS crank, then you might see 10k without a problem, but don't bet on turning that 351C 2v Torino engine to 10k without some serious carnage. And then the issue of. . . .
PISTONS/RODS. If you're serious about spinning one of these (or any Ford production V8 engine) to 6k RPM and beyond with any regularity, you need to spend the money on the lighter pistons and stronger rods than what FoMoCo cranked these engines out with 30-some years ago. The stock parts will likely disassemble themselves in short order if you buzz them beyond that speed. The good news is that the stock valvetrain will float and wreck itself before you'll get that far.
My point? You're never going to make a "stock" 351C bottom end live at 10k RPM, no matter what rod bolts, assembly methods, or magic blessing stone you use to put it together.
Sorry for the hijack. I'd say "pick your poison," but at the same time warn you that you won't make either rev to 10k RPM. . . . . more than once.
BK