Ok so what is the best intake for a C302 headed 9.5 windsor block?
so the intake you pm'd me about -the 'b' or 'a' letter looks to have been changed-the inakes port openings are smaller than a 4v head but it also has the scribed lines around each port to match to a cleveland 4v head-so which one is this?because this intake has never been used> Ok so what is the best intake for a C302 headed 9.5 windsor block?
For C302 heads on a 9.5" deck Windsor block, you have two choices:
The A351 was made by Roush for Ford Motorsport and was designed as a
super speedway intake (tall single plane air-gap style intake). It
has a flat carb pad with A/B height of 6.5". Unlike most 351W intakes,
it does not have a built in thermostat water neck and requires an external
The C351 was made by Edelbrock for Ford Motorsport. It is a single plane,
air-gap style, race intake but was geared more towards short track use and
has an integral thermostat housing. The C351 is a bit taller than an A351
with an A/B height of 7.36". The intake also has a thin carb pad.
The Roush A351 and B351 intakes share the same casting. The A351
is the proper designation for a 9.5" Windsor version and B351 is
the 9.2" Cleveland version. The only difference is in what machining
they receive. The basic casting is for a 9.5" Windsor or SVO
block and has a rear seal overhang to match. Milling the runner
faces and trimming the rear seal overhang will allow it to fit a
9.2" Cleveland block. Bolt hole pads can be drilled for either
9.2" Cleveland or a 9.5" Windsor blocks or slotted to fit both.
C351 and D351 intakes (made by Edelbrock for Ford Motorsport) are
the same way.
Both intakes are out of production and most have been altered in some
way (milled, ported, epoxied, etc.). It is not uncommon to see an
A351 converted after-the-fact into a B351 (or a C351 into a D351).
You can't trust the stamped or even cast-in part numbers since the
intake may have been converted. Also, be aware there are Yates
intakes that share the same part number as a Yates intake. The A351
was this way. The exact same A351 part number was used for the C302
high port intakes and the Yates C3L intakes. While the intakes look
similar, the port location and shapes are different. Also, it has
been my experience that most sellers do not know which version of the
intake they have so you must measure to be sure. Inspect the flange
thickness and bolt hole locations as they can be a clue as to whether
the intake has been milled and drilled.
If you follow this link, there are pictures of all of the Ford Motorsport
high port intakes:
I had to remove the URL due to the forum software. If you email me, I'll send you the link.
I know I have still have a spare A351 (including a casting that was never
drilled) and I may have a C351. I could probably be talked into to
Be carefull, that is for Windsor type heads, notice intake bolt holes are at wrong angle. I got a specific/big interest in any/all 4V-A3 type port intakes as i planned for same 4V type intake port layout on my .CB-4V head. design, i would suggest to have a look into this A3 copy/type sm/pc 9.2"/9.5" clevor one...
I thought I did realize what I was posting, but I did not realize the "pro comps have 2v intake ports and 4v exhaust ports". Actually Pro Comp does not know this either! However, this is mis-information that some selling these heads have said, but is simple not true. In reality, PC just copied what CHI called their heads. Also, realize the the stock cast iron will out flow the PC on the EXHAUST side at anything below 1/2" lift and of coarse they out flow the PC heads everywhere on the intake side. This will result in about a 20hp loss versus the stock heads with just the flow deficit alone, but with the PC heads at a loose 74cc combustion chamber, you will also be losing a point in compression to boot.Well my 0.2,
I have some procomps and for me the decision of buying pro comp wasnt really based upon the best amount of hp i could get out of my rig, was simply an inexpensive way of changing my 2v heads on my mild 400.
So reading the flowing numbers of a compared clsed chamber 4v heads to the pro comp heads actually got me excited, why, simple, the fella who posted the info should realize pro comps are 3v heads, 2v intake ports and 4v exhaust ports, where pro comp flowed way better on the exhaust and almost as good on the intake compared to iron 4vs.
Now besides this I have the benefit of aluminium quench, which will let me run a nicer compression ratio.
many people with my boat anchor tend to run 302c heads which are scarse and will cost the same or more as the ricer procomps, so no win there.
And for 1700 vs 800 bare Im not interested in the extra 40 hp you fellas had with the chi, besides 40 more hp on my stock rods and my engine will throw one hehe...
My engine dynoed at hp 417 at 5000 tq 470 at 3500
408 cid "m" engine
pro comp 3vs (stock with a bit smoothing on some areas)
custom comp cam extreme energy hydraulic flat tappet 269int 0556 / 280ext 0560 226-230 at 050"
weiand dual plane
eddie 750 performer
Large tube headers
So as you see its a mild conservative engine....
I got some secret inside tech info for you that many here dont know about that I will reveal to you now...Wow. Anyone who's a fan of the Big Lebowski is ok in my book.