Le bistrot de la section " Voitures de sport "

[Invité §el-710qK]

Sur ce bonne nuit

[MDelaney]

Bonne nuit Max!

 

J'y vais aussi

[Torino-man]

La mienne hormis grimper aux arbres et miauler comme une conne, elle passe sa journée à dormir en rond ...

 

Et elle ne supporte pas qu'on la prenne sur nos genoux en étant assis.

[Old59]

Salut.

[gaston78]

Salut

[Torino-man]

Kikoo les kékés ...

[Invité §wbs887Jq]

Salut les glandus.

[Torino-man]

wbs2 tait toi

c'est toi le gandou

oh oh oh je marre

[Invité §koe766Gm]

 

 

[Invité §Ric336Kt]

Salut

[Torino-man]

Salut à toi !

 

Bon, aujourd'hui, tu vas faire quoi ?

[Invité §Ric336Kt]

J'en sais rien

[Invité §wbs887Jq]

J'en sais rien

 

 

FA

Manger

Divx

Badjojo

FA

Youtube

Deezer

Muscu

Manger

FA

[Invité §Ric336Kt]

 

FA

Manger

Divx

Badjojo

FA

Youtube

Deezer

Muscu

Manger

FA

 

Les 2 premiers jamais.

La muscu pas le jeudi.

[Invité §bor420iG]

FA

Manger

Divx

Badjojo

FA

Youtube

Deezer

Muscu

Manger

FA

 

 

Lifestyle, négro.

[Torino-man]

[Torino-man]

Attention, la page redoutée arrive !

[Invité §Ric336Kt]

Attention, la page redoutée arrive !

 

Qui lui fait une AM

[Torino-man]

Tu n'aura absolument aucune raison de le faire, et tu te fera toi-même bannir, ce que t'empêcherais de tenter de me contrer !

[Invité §Ric336Kt]

Tu n'aura absolument aucune raison de le faire, et tu te fera toi-même bannir, ce que t'empêcherais de tenter de me contrer !

 

Y'a bien un endroit où tu as insulté quelqu'un

[Torino-man]

Ici ?

 

Pas récement, non ...

 

Cheche pas, tu l'a DTC.

[Invité §Ric336Kt]

Ici ?

 

Pas récement, non ...

 

Cheche pas, tu l'a DTC.

 

Ou sur un autre topic

 

ça doit se trouver mais j'ai la flemme

 

Propos à caractère sexuel, ton compte est bon

[Torino-man]

Héhéhé Rick ... Tu l'as vraiment DLC.

 

http://dic.academic.ru/pictures/wiki/files/49/1969_Ford_Mustang_Mach_1_351_Windsor_engine.JPG

 

http://image.mustangandfords.com/f/9199044+w750+st0/0605_14z+1970_Ford_Torino+Underhood_351_Cleveland.jpg

 

http://farm4.static.flickr.com/3375/3260656855_11a732024d.jpg

 

http://farm3.static.flickr.com/2249/2546197136_e766038aa8.jpg

 

 

http://image.classictrucks.com/f/10427373/0810clt_04_z+1960_ford_f100+1988_ford_351_windsor_engine.jpg

 

Hum, I think I have jizzed ...

[Invité §Ric336Kt]

Putain

[Invité §Ric336Kt]

Tu mérite une AM pour avoir massacré la page

[Torino-man]

Putain

 

 

Ah là, c'est toi qu'est bon pour un bisou à Tinky-Winky ...

[Invité §Ric336Kt]

 

Ah là, c'est toi qu'est bon pour un bisou à Tinky-Winky ...

 

[Torino-man]

351W

 

The 351W is often confused with the 351 Cleveland, which is a different engine of identical displacement.

The 351 cu in (5.8 L) Windsor featured a 1.3 in (32.5 mm) taller deck height than the 302, allowing a stroke of 3.5 in (88.9 mm). Although related in general configuration to the 289-302 and sharing the same bell housing, motor mounts and other small parts, the 351W had a unique, tall deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 vs. 1-5-4-2-6-3-7-8), adding some 25 lb (11 kg) to the engine's dry weight. The distributor is slightly different to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes. It had a unique head which optimized torque over high-rpm breathing, frequently replaced by enthusiasts with aftermarket heads providing better performance. Ford offered a performance head that was a stock part on 302 equipped mid-1990s Mustangs called the GT-40 head (casting id F3ZE-AA). The early 1969 and 1970 heads had larger valves and ports for better performance. The intake valves and ports were slightly larger on the early engines. The head castings and valve head sizes from 1969 to 1976 were different, differing in passages for air injection and spark plug diameters (69-74 18 mm, 75-up 14 mm). From 1977 onward, the 351W shared the same head casting as the 302, differing only in bolt hole diameters (7/16 inch for 302, 1/2 inch for 351W). Early blocks (casting id C9OE-6015-B had enough metal on bearing saddles 2,3 and 4 for four bolt mains) as with all SBF, were superior in strength to most late model, lightweight castings. Generally the 1969 to 1974 blocks are considered to be far superior in strength than the later blocks making these early units some of the strongest and most desirable in the entire SBF engine family including the 335 series. During the 1980s a four barrel version (intake manifold casting id E6TE-9425-B) was re-introduced for use in light trucks and vans. In 1988 fuel-injection replaced the four barrel carburetor. Roller lifters were introduced in this engine in 1994.

The original connecting rod beam (forging id C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular head rod bolts mounted on broached shoulders. There were a number of fatigue failures attributed to the machining of the part and so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of 'football head' bolts. In 1975, The beam forging (D6OE-AA) was updated with more metal in the bolt head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part id C9OE-A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units was machined in metric and SAE units respectively. The cap featured a longer boss for balancing than the original design.

The block underwent some changes since its inception. In 1971, The deck height was extended from 9.480 in. to 9.503 in. (casting id D1AE-6015-DA) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder head design. In 1974 a boss was added on the front of the right cylinder bank to mount the air injection pump (casting id D4AE-A). In 1974 the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear-sumped Mustang and LTD/Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein. In the 1990s the rear main seal was changed from a two-piece component to a one-piece design and provisions for roller tappets were also added.

Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972 it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971.

During the 1990s, motor enthusiasts were modifying 351 Cleveland 2V cylinder heads (by re-routing coolant exit from the block surfaces to the intake manifold surfaces) for use in the 351W resulting in the Clevor (a portmanteau of Cleveland and Windsor). This modification requires the use of custom pistons by reason of differing combustion chamber terrain (canted valves vs. straight valves) and intake manifolds for the Boss 302 was not wide enough and the intake ports were too large. This combination yielded the horsepower potential of the 351C with the ruggedness of the 351W small block. This was possible because more 351C 2V cylinder heads were made than corresponding engine blocks (the 351M and 400 used the same head as the 351C 2V).

 

Boss 351 :

The Racing Boss 351 is a crate engine from Ford Racing Performance Parts. The block was based on the 351 cu in (5,752 cc) Ford Windsor engine, but uses Cleveland sized 2.75 in (69.9 mm) main bearing journals. Deck height choices include 9.2 in (233.7 mm) and 9.5 in (241.3 mm). Maximum displacements are 4.25 in (108 mm) stroke and 4.125 in (104.8 mm) bore.

The non cross-drilled block with increased bore capacity became available from the third quarter of 2009. A 427 cu in (6,997 cc) Boss 351-based crate engine producing 535 hp (399 kW) was available from the first quarter of 2010.

In 2010, the MSRP for the Boss 351 block was US$1,999.

[Torino-man]

The 351 Cleveland was introduced in 1969 as Ford's new performance car engine and was built through the end of the 1974 model year. It incorporated elements learned on the 385 big-block series and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.

Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.

Only the Q-code 351 "Cobra Jet" (1971–1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400) have provision for them. The main difference between 351C/351M/400 engines is connecting rod length and main bearing size. The 351M/400 engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size (2.75") and shorter connecting rods (5.78") than the 351W (5.94") and the 351M/400 (6.58") while retaining the SBF (289-302w) engine mount locations and bell housing pattern. The 400 engine has the longest stroke (4.00") of any SBF or 335 series engine.

All of the 351C and 351M/400 engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.

 

H-code

The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. They were produced from 1970 through 1974 and were used on a variety of Ford models, from ponycar to fullsize.

 

M-code

The 351C 4V engines produced in 1970 and 1971 used this code. Engines varied in compression ratio; 1970 engines were 11.0:1 compression and produced 300 bhp (224 kW; 304 PS) at 5400 rpm, while 1971 versions had a slightly lower compression ratio of 10.7:1, and a reduced power output of 285 bhp (213 kW; 289 PS) at 5400 rpm. Ford owner's manuals for these engines recommended high octane gasoline (100+ octane in 1970) which was at the high end of the leaded gasoline available at the time. However, with the mid 1970's introduction of unleaded gasoline and lower octane ratings, and subsequent disappearance of the super high octane leaded fuels required to power these high compression engines, motorists were either unaware of potential damage or simply unable to find this kind of fuel any more. As a consequence, many of these otherwise durable engines met with an early demise due to the destructive effects of severe engine knocking caused by using low octane fuel.

 

1971 R-code (Boss 351)

The Boss 351 is a high-performance variant available only in the 1971 Boss 351 Mustang. Rated at around 330 hp (246 kW), it was fitted with a four-barrel Autolite spreadbore carburetor, an aluminum intake manifold, and aluminum valve covers. It had four-bolt main block/caps and a premium crankshaft, constructed from high-strength nodular iron. The cylinder head was modified for better airflow and solid lifters. The forged connecting rods were shot-peened and magnafluxed for strength, and used stronger bolts/nuts. Forged domed pistons gave a 11.3:1 nominal (11.1:1 advertised) compression ratio. 1806 Boss 351 Mustangs were produced by Ford in 1971, 591 of which are registered and accounted for on the Boss 351 Registry site. The engine, like most Ford engines, was underrated. In the January 2010 issue of Hot Rod Magazine, they built a Boss 351 to exact specs of an original motor. It produced 383 hp (286 kW) at 6,100 rpm, and 391 lb·ft (530 N·m) torque at 4,000 rpm.

 

1972 R-code

The R-code 351 Cleveland HO for 1972 was considerably different. The timing was changed to decrease compression for emissions compliance and used open-chamber heads. It had a solid lifter camshaft, however a four barrel carburetor was retained. It produced 275 hp (205 kW) using the new SAE net system.

 

Q-code (Cobra-Jet)

The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a low-compression design that included open-chamber "4V" heads, a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 280 bhp (209 kW; 284 PS) for all 1971 applications; 266 hp (198 kW) (SAE net) for 1972 when installed in the Mustang and 248 hp (185 kW) in the Ford Torino and Mercury Montego. The horsepower rating dropped in 1973 to 246 hp (183 kW) for the 4-barrel for the intermediate Fords, and still retained the higher 266 hp (198 kW) rating in the Mustang. The 351 CJ (now referred to simply as the "351 4V") was rated at 255 hp (190 kW) in 1974 and was only installed in the Ford Ranchero, Ford Torino, Mercury Montego and the Mercury Cougar.

[Torino-man]

Et en plus je suis tout seul sur la page.

[Invité §Ric336Kt]

T'arrête avec ton flood

[Torino-man]

T'arrête avec ton flood

 

 

Non, je fais ce que je veux.

[Invité §Ric336Kt]

Non.

[Torino-man]

 

 

( J'aimerais bien arriver au même résultat que la première ... Je trouve que c'est le meilleur condensé de toutes les versions qui sont apparues à la TV ! )

[Invité §Ric336Kt]

Tu aime le cuir hein