Can anyone tell me if you can put a 351HO in a 73 mav. Also, can you fit a C6 trans in it. What a the mods involved in each of these. I know you can fit a 351w in my car with the shock towers narrowed but not sure what the difference is with the 351 HO (think the heads are taller). Finally got the floor pans in and ready to work on a engine. Thanks in advance. Tomm
351HO? I assume you mean 351C? If so, it will fit. You need swap headers. Tubular Automotive makes a set. Other than that it is a super easy swap. If you start with a 302 car, it will bolt right in. Flywheel, balancer, pulleys, tranny, mounts, etc... all interchangable between 302 and 351 C/W. I have never put a W in a Maverick, but the C fit nicely. The only thing you might run into is if the shock towers settled, they might have to be spread back to their original width. My car had settled quite a bit over the years, mainly because it went for a while without the STBs. I had to spread the towers to get the C in and the STBs back in the car. Good luck Dave
Yeah, what do you mean, 351 HO? Are you referring to the engines put in mid 90s Mustang Cobra Rs, or something else? I have heard that the C6 is not a bolt in deal, I think you have to change the floorpans around to make them fit. This probably doesn't help you much, but I am sure others who have tried this can help you more. -Corbin
Yeah, wasn't there also a W called HO? There was a short run of engines called HO in 72 that was a Cleveland. That's what he may be refering to. He would be better off getting a regular C, the HO is expensive. Not because it is better than the standard 4v, but just because concours Mustang folks would want the correct numbers for their restorations.
Sorry guys, I found the info. The 351W (HO) came in trucks, broncos and some police vehicles. It had a mild cam and a 4b intake and carb. That is supposed to be the only difference in the straight 351W. The reason I ask is I have found my engine!! The C6 is part of the deal and it has a 3500stall converter with it. I can use it for trading material if I can't get it to fit. Thanks again
The 351w out of my 91 crown Vic was a HO interceptor Only the state could order .Machine Shop told me it is the same as the sportsman block heaver main webbing and better block, rods the whole works 1972 Maverick Gabber with 351w
351C in Mav Just need some info on this installation, after fighting with the 351W install, was wondering how the C fits right in. The W dimensions are: L-29in--W-25in--H-29in. The C is: 29-25.5-29. 302 is 29-24-29. And having to cut the towers for the W to fit with correct size headers and getting to plugs with some amount of ease, just can't imagine having to fight the C. I also noticed the Cleveland weighs in at a whopping 550lbs compared to 510 for the Windsor, 302 is listed at 460. As far as the c6 goes, mocked one up on the windsor and no way will it fit without bashing or cutting the trans tunnel etc. They were made for trucks and heavy cars, towing etc. Weigh a ton compared to the c4, which by the way is one tough gear box if built right. Also one other item on my mind is the 3500 stall convertor, might be a bit much for a basically stock engine and rear gear. The specs for the car should be given to the mfg. and they will figure what stall to use for the engines torque output etc. Just bothered me on that cleveland install, love the engine but can't see the real advantage over the windsor other than a little more top end power. By the way, looked at a windsor in a 74 grabber yesterday and the owner said that with stock manifolds, spark plugs are in until engine change, was tight against towers that were only dimpled with a hammer. The next windsor install in our Mav will have a Mustang ll front end.
Dave H. The C actually has an advantage over the W when it comes to the narrow engine bay. Think of the W's exhaust ports... on the side of the engine, the header primarys are in direct conflict with the side of the shock tower. So you must have room between the towers for the engine and the tubes coming off the heads. Now think of C exhaust ports. They are pointed down, almost as if towards the ground... They don't have a conflict with the shock towers. The headers are automaticly tucked to the engine and headed out without having to struggle by the towers. You are correct that today there is no real advantage to a C in a street car, but it sure is a nice engine. I installed mine more on a dare than out of need. Well, I needed an engine, I built a stout little 302 years before and it was tired. I was told the C wouldn't fit without engine bay mods, so I put it in. I had foolishly went for a few years without the STBs, so I had to restore the engine bay width... but no mods. Dave H. (aka: ratio411)
though the c6 is tight it did fit in my car sorry old guy but I just could'nt bring my self to put a c4 behind my 460 but they are one heck of a tranny.......don't get me wrong......but I figured if the motor can wedge in there then the c6 could too....... I will need to dimple the fire wall in 2 places and I would thinkthe only way the c6 would work is to use a cable type shifter.
C6 vs C4 The C6 is one tough hombrie and is almost indestructable. When we built the 393 for the drag only Mav, were going to use one but weight savings is critical in that sport for many reasons. Ended up using a aluminum powerglide for that reason and also to eliminate one shift sequence for more consistant times etc. Cost to build one right with the JW bellhousing runs in the neighborhood of a grand. Did find an article on the Ford Enthusiasts webb site discussing the C4 used in drag racing in Australia, don't know if it is still there because it was so long ago. The forum had many threads from those guys about how and why to use one, to my surprise they mostly had them behind 514 ci engines and 14in wide slicks. According to the discussion, thats where I learned about the H and R servos, it would cost as much to build one of them as the glide. Anyway, they praised the little buggers and were giving some impressive 1/4 mile times. I still run the C4 in my 302 Fairmont drag car and it performs great for my setup, just found out a former sprint car owner/driver who is a stones throw away, and has a machine shop, just purchased a forge and molds to cast GM and 302 aluminum blocks. Will be following this guys progress in great detail. Cost wise, will probably be just a wish for me??
Robert...since you went to a Mustang II front end...the C-6 may fit with that midification. I once looked at a Maverick for sale that had a 302 with a C-6 in it. Even pulling into the guys driveway I could see the C-6 hanging down below the car at a severe angle. Very dangerous and "rigged" looking to me. Wouldn't fit up in the tunnel at all. Was rubbing the tunnel. I would guess it was hanging below the car a good 5 or 6 inches, with a severe rake on the tranny and engine.
Does anyone have the different deminsions on the c6 and c4 transmissions. I have a c4 in the car now but didn't come with the bellhousing (no motor either). I'm going to try and find a Mustang II front end for the car even though the 351W will fit with the shock towers cut. The car is going to be ran on the street but I have a couple of friends that are running on the track and wouldn't mind putting the dodge and chevy in its place. The 351 will be stroked to 393 and a 9" rear will also go in the car. Looking at over 400hp and over 400ftlbs of torque when all said is done. This is going to be a long project since I'm in the army and might have to take a vacation in the near future. But I got time and patience. Thanks for the Info. Tomm
C4--C6 Measurements Just went to the storage building and waded through the trans stuff. This what I came up with +/- a little(hard to be accurate balancing on racks etc.) C4 bell housing--16 in tall and 18 wide, oil pan-9in wide and 10in long. Overall length 32in. There are two different width bells, one for a 157 tooth flexplate and one for a 167, this only affects the starter hole distance for the larger plate. C6 small block--bell housing-19in tall and 22in wide, oil pan-14in wide and 10in long. Overall length 36in. The big block C6 is the same except for the bellhousing dimension which is larger. Jeez, but the iron C6 is heavy!!!
Re: C6 There was a small block C6 produced by Ford. Other than the bellhousing, I am not sure what differences there were in the internals between the large block and small block versions. I had a friend try to put one in his '72 Comet GT back in the mid 80's. It fit, but I still remember seeing how he banged the heck out of the firewall and the tunnel to get clearance. I do remember that he retained the floor shifter. Maybe that heavy tailed cast iron case FMX will fir better? Old Guy? I am with you, I wouldn't want to tackle snugging a 351C into a stock engine bay of a Comet or Maverick although the exhaust port angle explanation is plausible. If anyone wants one, I have a 70 or 71 351C 4V complete minus the carb. It was running when pulled out of a Ranchero. We bought it for the Toploader that was bolted to it. So, the motor can be bought! It's in NC if interested. Seth
Thanks for the info. I'm gonna have to start doing some measurements. Would like to do the c6 since it has just been rebuilt and has the shift kit already in it but, not looking forward to doing alot of mods on my car. Might just have to stick with the c4 and figure out what I'll need to do with it to hold up on the torgue that will be applied. Thanks again Tomm
