I honestly cant remember much about when my buddy put the 383 in his F100, I wasn't directly involved in the swap. It was a 4x4, so I'm not sure if it would really be helpful anyway. And he used a T400 and transfer case as well. They were both hunting trucks.
Back in the Day (68-69) when I Built my Race Car I was a Ford Man until I found how Much Hi Po Parts Cost for a Ford Engine & I Built a L88 engine instead & put it in a 64 Chevelle SS & my Friend who was a Ford man Built a BB Ford engine & put it in a 55 T-Bird which could Not get out of the Gate Straight always came out Side ways As I ran 11.3 at a National event & Got Beat by a Freind of mine which he Changed his Class after the Run he Beat me by 1 100th of a Second he said that when I get the Bugs out of my Car I would Beat Him My freind at the Time was Dick Marroso Speed Shop He Passed away a Lot of My Freinds are doing that! Just my 3.5 cents or when the Cows come Home!
It would be fun to put Cleveland valve covers on this, just so you could stand around and listen to all the "belly button" dumbasses make "cool, a ford in a ford" comments...
Vicky, not pointing at you, just using your quote. Alrighty then. Now let's get this straight right up front. My name is Doug, I'm a SBC addict, no 12 step programs for that, so stop trying to "convert" me (all of us). Having said that, I also need to say that I really never got on the whole LS bandwagon like a lot of people did when they first came out, probably a lot like some of the flathead guys when they saw everyone going to SBC power ( or Olds, Caddy, etc), loyalty has its virtues. Then a friend of mine got one of the new GM issue LS crate motors that came with a carb intake that would ultimately go in a street driven tube frame Chevy 11. Let me tell you, the first ride I took about sucked my nuts up inside my nutsack. That thing felt like the previous car that was 468 BBC powered, unbelievable torque. I don't see myself ever going LS, but I sure changed my view about them.
Didn't take me long to change my mind, the first dyno test of one in Hot Rod with the MSD stand alone and GM Motorsports single plane did it (over 500 hp OOB), and the Car Craft deal with a carb, victor and LQ-9 heads (close to 600 with a cam change, sweet jesus those would be solid numbers for a BBC!) sealed the deal once and for all. Like Doug, I will probably never build one, I got enough stuff to keep me going till after I'm dead, but MAN. 600hp small block with a factory head swap, an intake and a cam change??!! If that doesn't impress you, you don't know enough. Yea, is it too late to change my mind? I say screw the 383, put an iron block gen III with LQ-9 heads and a carb in it.
The only reason Clevelands don't rule the world is they had the bad luck to come to market two years before the double whammy of the stupid '73/'74 Energy Crunch and the big emissions scare, and Ford (rightfully so, at that time) decided it didn't make sense to keep making a 10/1, 351ci motor. If that hadn't happened, and they had kept turning out good cores for a couple more years, the SBC would have been unseated right then and there, and these same clowns would be bitching about those "belly button" Boss 351's.
Well belly buttons are sexy hahaha im on my first sbc and while it doesnt have the power my bbc had its still a cool lil motor for me and really easy to get parts for. Sent from my LGMS330 using The H.A.M.B. mobile app
Has a lot of merit too. IMO, I'd take a 383 mopar over a 390 ford. Its funny, I'd forgotten about this, but in the mid seventies there was a guy at my local track that had a 440 six pak '69 Super Bee. He came up with a 426 Hemi to put in the Bee, and swapped the 440 six pak into his mid sixties f100 that he towed the Bee with. I have a small B&W pic of the Bee somewhere here.
Don't get me wrong the SBC is a great motor But I count 5 flywheels 153 and 168s in both early and late and the 400 unit plus a 454 with a imbalance weight like the 400 I just fought that for a customer I, as for intakes there is the early the ones the ones with 4 vertical bolts and vortec the were even 3 different valve cover bolt set ups 3 different main sizes 2 rod.
Ill give you the 400 stuff, forgot about that one. An oil fill tube?? REALLY?? The two intakes interchange. Early and late flywheels interchange, you just have to match them with the appropriate pressure plate. The variation in FE's isn't tin, minus the Cammer stuff, three different rocker stands, three different familys of heads and intakes, two different distributors that wont interchange, two different cam bearing sets, two different pushrod lengths.
If you want apples for apples - Take the time period of the height of the performance wars, then take the top heavy weight contenders and compare "THEM." Oh and that's really really really off topic
Sure. Take a look at the 50 fastest muscle cars, the Boss 351 Mustang is the only small block in a bunch of Hemi's, L-88's....not bad for a 4000 lbs. turkey. I would have like to have seen a Boss 302/351 Maverick, that would have put a spankin on most everything in the day.
I wasn't talking about the oil fills but bolt pattern and then there is the generation II 1992-1997 LT1 stuff chase down parts for one of them.
Ill be honest, I haven't had anything to do with the Gen II LT-1's personally, I thought they had the same bolt pattern as the Vortecs? I could be wrong on that, like I say, never messed with them. I have build a couple motors with Vortecs, and I have one more set in my stash, nice head.
Pretty sure it was a 427 SOHC. Nobody could get the Boss 429 to be competitive in drag racing, in the early years anyway.
Never had a Boss 429 George. This is when the car was first put together and I (think) it had a Boss 351, then the SOHC. I know it's not kosher here but I wanted to see if @RmK57 knew the car, I'm not positive, but isn't this the Van Isle track George.
All I was saying George it's all what you are used to and other brands can throw you a curve. As a teenager it was Y blocks I knew a 312 rod was not the same as the rest. But I helped a friend put a cam in his 56 265 fired it up and the lifters rattled no grove in the rear cam journal something I won't forget.
I strongly disagree with that, Gapp & Rousch ran VERY well with one in '71, and pioneered the raised port conversion. They were running 9.60s in 1971, which were VERY competitive times. They were on a tight budget at that time and only ran AHRA events, so they didn't get a whole lot of ink, but they were #1 qualifier at York in '71, against Sox, Booth, Jim Hayter and Joe Satmary, so a tough field of PS cars. It was their success with the Boss 429 that got them factory backing with the Pinto in '72/'73. Really, by rights Ford should have taken notice of the way they ran with the injected Cougar FC. Those guys always ran very well with off the wall combos.
Looks like the tower. Id say yes. Heres a pic of the G&R Boss 429 head. A lot of people think of G&R starting from their shit stomping everyone in NHRA Pro Stock in '72, but they had been really tearing them up in AHRA for several years by that time, Jack Roush was a very innovative racer.
Ford didn't have any factory backing in 72-73. They pretty much pulled the plug on everything in 1971 along with the other manufactures. If there was any engine development going on it was mostly done by Hollman Moody, Gapp and Roush, Bud Moore.......
Could you imagine having to pull a cylinder head between rounds and get all those o-rings in and seated and hope none fall out. That would be working under pressure!
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