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1. Re:351C (score: 1): Author: comorgan@juno.com; Date: Sun, 21 Mar 1999 20:49:04 -0700; I've enjoyed the info you've given this last week. I'm new to this list; and, perhaps yu've described this before; but, I was wondering how you fit a 351C in a Tiger? And, how would this compare wit; /html/tigers/1999-03/msg00385.html (7,189 bytes)
2. Re:351C (score: 1): Author: Bob Palmer <rpalmer@ames.ucsd.edu>; Date: Sun, 21 Mar 1999 21:37:59 -0800; Cliff, Jim, et Listers, I'm also curious as to how Jim responds to this question. One could also ask to compare the 351W with the 351C, which is, I believe, substantially the same question you pose.; /html/tigers/1999-03/msg00388.html (9,752 bytes)
3. Re:351C (score: 1): Author: Daniel Jones <djones2@mdc.com>; Date: Mon, 22 Mar 1999 10:40:57 -0600; There's also the main bearing size issue. The 351W has 3.00" main bearings versus 2.75" for the Cleveland. Some say this makes a meaningful difference in bearing surface speeds but, for most applica; /html/tigers/1999-03/msg00402.html (11,251 bytes)
4. Re:351C (score: 1): Author: James Barrett <jamesbrt@mindspring.com>; Date: Mon, 22 Mar 1999 21:22:02 -0500; Cliff, It is real simple to put a 351C in a Tiger. The Motor mount locations are relatively in the same place as the 260 or 289. All you have to do is move the firewall back 6 to 8 inches, replace th; /html/tigers/1999-03/msg00410.html (8,798 bytes)
5. Re: 351C (score: 1): Author: KENMATTICE@aol.com; Date: Wed, 24 Mar 1999 20:19:05 EST; I'm a fan of the short deck 302 strokers because they are cheap and reliable and there aren't any problems to solve with the chassis, firewall, headers, ect....and the payoff is real world street pow; /html/tigers/1999-03/msg00433.html (8,359 bytes)
6. 351C (score: 1): Author: James Barrett <jamesbrt@mindspring.com>; Date: Thu, 25 Mar 1999 18:05:34 -0500; Tonight I expect to take my Tiger off of the jack stands and be able to drive it again. Besides fixing the SROD shifter problem I also had a wiring problem for several days. I finally found the prob; /html/tigers/1999-03/msg00441.html (9,927 bytes)
7. Re: 351C (score: 1): Author: Bob Palmer <rpalmer@ames.ucsd.edu>; Date: Thu, 25 Mar 1999 16:58:57 -0800; You may have given this information in an earlier post, but you need to also multiply the number of wheel revolutions by the rear end gear ratio to get the number of drive shaft revolutions. Let's s; /html/tigers/1999-03/msg00444.html (9,721 bytes)
8. Re: 351C (score: 1): Author: Bob Palmer <rpalmer@ames.ucsd.edu>; Date: Thu, 25 Mar 1999 18:22:01 -0800; Jim, et Listers, The way I figure it, my Tiger has 2.88 gears and the odometer is supposed to be 980 revs per mile. Let's figure 1.01 feet for the rolling radius of rear wheels (A little less than me; /html/tigers/1999-03/msg00446.html (8,282 bytes)
9. RE: 351C (score: 1): Author: Bob Palmer <rpalmer@ames.ucsd.edu>; Date: Fri, 26 Mar 1999 08:09:25 -0800; Theo, Just seeing if you're paying attention Theo. ;-) Actually, I'd forgotten to divide by 2 to get radius instead of diameter, so when I went back to correct the mistake, I forgot to re-write the 4; /html/tigers/1999-03/msg00452.html (7,827 bytes)
10. Re: 351C (score: 1): Author: James Barrett <jamesbrt@mindspring.com>; Date: Fri, 26 Mar 1999 14:37:16 -0500; Bob, The rear end is 2.88. I also came up with fractional number of teeth. This student is brain dead, that is why I asked for help. Do not trust the speedometer 1020 calibration. The speedometer has; /html/tigers/1999-03/msg00458.html (9,333 bytes)
11. Re: 351C (score: 1): Author: Bob Palmer <rpalmer@ames.ucsd.edu>; Date: Fri, 26 Mar 1999 13:16:34 -0800; Jim, et Listers, If I use the number for the mi/rev Laifman quotes for the stock Tiger, and invert this to give rev/mi, you get 876.8853. Multiply by your 2.88s to get 2525.43 revolutions of the driv; /html/tigers/1999-03/msg00466.html (8,819 bytes)
12. RE: 351C (score: 1): Author: Theo Smit <TSmit@novatel.ca>; Date: Fri, 26 Mar 1999 14:41:48 -0700; Bob, and Listers, The helical drive gear looks impressive but it doesn't have that many teeth. Working the numbers that Jim gave (on wheel turns vs. speedo cable turns, knowing the rear axle ratio),; /html/tigers/1999-03/msg00468.html (10,308 bytes)
13. Re: 351C (score: 1): Author: James Barrett <jamesbrt@mindspring.com>; Date: Sun, 28 Mar 1999 17:37:59 -0500; ... .. I have mixed feelings about the overdrive transmission. The low gear is 3.29 to 1. That seems to be way too low for a high tork 351C in a lightweight Tiger. I just barely get started before I; /html/tigers/1999-03/msg00490.html (8,394 bytes)
14. Re: 351C (score: 1): Author: Bob Palmer <rpalmer@ames.ucsd.edu>; Date: Sun, 28 Mar 1999 15:51:09 -0800; Thanks for the empirical formulae Jim. I had the one for HP versus 1/4 mi speed, but not the others. What does the HP versus rpm curve of your motor look like? To get the most out of the motor, of c; /html/tigers/1999-03/msg00493.html (9,568 bytes)
15. Re: 351C (score: 1): Author: James Barrett <jamesbrt@mindspring.com>; Date: Mon, 29 Mar 1999 21:59:01 -0500; The examples I gave were just examples, not necessarly the exact figures for my Tiger. I am still getting used to the Hurst shifter and the SROD transmission. Today was the first time in a long time; /html/tigers/1999-03/msg00506.html (8,546 bytes)
16. 351C (score: 1): Author: alpenv@rmi.net (mike veesart); Date: Tue, 25 Feb 1997 18:59:07 -0700 (MST); Thank you for your long, complete and, yes, entertaining description of the efforts required to put what is considered by many, the best engine Ford ever designed, into a Tiger. I had to read your m; /html/tigers/1997-02/msg00187.html (7,184 bytes)
17. RE: 351C (score: 1): Author: "Richard Atherton (Entex)" <a-richat@MICROSOFT.com>; Date: Wed, 26 Feb 1997 01:21:55 -0800; Well, let us not forget the other English Hot Rods of that era. Jag XK-E (280 hp twin cam six ), Austin Healey 3000, and perhaps the ultimate, English example, the Jensen Interceptor (Dodge 440 Magnu; /html/tigers/1997-02/msg00190.html (8,155 bytes)

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