ford 352

352 cubic inch

bore and stroke of 4.00X3.50

engine for the '58 T-bird

four barrell carb @ 300 hp
compression ratio 10.2.:1

cast iron crankshaft

forged steel rods, mechanical-lifter camshaft w/machined combustion chambers or cast chambers by 1959.

By 1960, the 352 HP was available with an aluminum intake manifold producing approximately 360 hp.

BigDan a écrit:un 352 a 335 HP as tu fumé ?

BigDan a écrit:yen restes combien des 352 de t-bird 58 a 300 hp comparé au 352 2 barils d`origine qui compressait ds panne a 50,000 milles .ds les ford big size ...



moi etk , jamais je ne mettrais une cenne sur un 352 désuet pour un pick up !

BigDan a écrit:de 76cc a 68 cc 35 hp = possible bien sur ....

c`est pas la le probleme ...

tu sortirais un moteur pour le remplacer par un FE toi ?

au pire attendons d evoir si ce 352 as comm vous semblez le croire plein de pieces de performance

mais pas sortir un série 385 pour mettre un 352 désuet et surtout pas mettre $3500 dessus de tetes cam etc...

We built this car in 1973. It started out as a Super Stock R/Automatic 64 Custom 500 with a 250 H.P. 352. Later, NHRA eliminated some of the .5lb classes and the car was then classified in SS/N. We had been running a 63 Galaxie with a small block in SS/X but due to a number of reasons, some legit, some we considered to be pure B.S, NHRA eliminated the bottom classes, leaving us with a race car and no where to race it.

We really wanted to compete with a Ford in Super Stock Eliminator but we felt the 427 and 428s were out of our reach. They were too expensive and some parts simply were not available to the average racer (The Canadian heads for the 428 and the SK heads for the 427). After much research, we decided that the 250 HP 352 looked like a good bet.

At 250 H.P. this engine was the lowest rated FE that had a 4 barrel carburetor. While it didnt have the specification advantage that the Chevrolets and some of the Fords had, we thought that it presented advantages over the cars in the class that it had to compete with, the 220 H.P. 283 and the H.P 265. It was a giant struggle, but eventually we were proven correct in out assumptions.
The car stared out life painted white, later, it was repainted silver, red and finally back to white. It took one full season before we finally sorted out the issues, discovering that the 352 could not be treated as a mini 428. We set the SS/N national record at 12.03 on May 6, 1978 and held it for the better part of the next year. Incidentally, when we set that record, a good friend Jim Waldo also set the B/S record becoming the first 10 second stock eliminator car.
At the time we built and raced this car, Super Stock rules required stock, unmodified heads. At that time, cars could have no more than 50% of their total weight on the rear wheels, a huge disadvantage for long wheelbase cars. The car weighed 3950lbs before NHRA factored an additional 5 hp.

We used to spin the engine 8600 on the starting line and shift it at 7400. It ran a best of 11.61 at 111 MPH.

BigDan a écrit:



de plus de ce que je saches le pick up a 4:56 de gear ; 352 vraiment pas concu pour ca ! !

firebuick a écrit:

mais pas sortir un série 385 pour mettre un 352 désuet et surtout pas mettre $3500 dessus de tetes cam etc...

la serie 385 ces le 429 et 460 un 400m fait partie la serie 335 mais ces loin d etre un cleveland

Fifty Seven a écrit:Stie que j'aime ca vous lire Comprend pas grand chose mais j'aime ca ...

Domtruck a écrit:Salut!

Un 7.3L IDI ça pèse tout près de 1000 lbs avec la quincaillerie!

Tout ça pour 185 hp et 360 lbs de torque (non turbo) 190 hp et 388 lbs de torque (turbo).

Je ne te parles pas du reste....

Penses-y bien!