1971 Match Race ~ 'Duster 340' vs. 'Boss 351 Mustang'

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EL5DEMON340 said:
They were a mechanical secondary with a non adjustable secondary air door similar to a thermoquad only it was not as tunable and only flowed 715cfm. Why are they so expensive ?? Most guys tossed them in the trash only problem was the bolt pattern was unique on the carb so a holley wouldn't bolt up so off came the manifold.
Click to expand...

Here it is.

#D1ZF-ZA

D1ZF_ZA_01.JPG
 
Yep there's more pics of them on google images than there are real 4300d carbs left in existence LOL.
 
Pretty amazing how strong the Ford hi-comp 351C 4bbl's and 429's were until they dropped the compression in 72'. After that, for the most part, they were absolute stones. In my opinion, they suffered the worst from the compression drop and emissions laws of all the muscle V8's thru the early/mid 70's.
 
EL5,

Regarding the 71' Boss 351 #4300-D Carburetor

Ford does list it at 715 CFM.

But Gapp & Roush had it at 750 CFM with the 1.565" Primary ~ 1.690" Secondary

There recommendation was to replace the Boss 351 Aluminum Dual-Plane Intake
with an Edelbrock #F351 Unit, and switch to a Holley #9510 780 CFM Carburetor.

Worth 3/10's and 1.5 MPH in the 1/4 Mile.
 
Rear Suspension

1971 'Duster 340'.................................. 1971 'Boss 351'

'Formula S'............................................. 'Competition Suspension'

Rear Leaf Springs__________________Rear Leaf Springs
Leafs................... 6 ..................................... 4
Width.................. 2.50" .............................. 2.50"
Length................. 55" ................................. 53"
Rate.................... #130 lbs./Inch ............... #153 lbs./Inch
Load.................... #760 lbs. ........................ #550 lbs.

Stabilizer Bar.........N/A............................... .50" {1/2"}

Shocks {Piston}... 1.00".............................. 1.18"
Jounce/Rebound......................................... 45/55
Position................ 45* Angle {Parallel}...... 25* Angle {Staggered}
Location............... Behind the Axle.............. Driver Side {Behind Axle} ~ Passenger Side {In Front of Axle}

Rear Brakes.......... 10.0" x 1.75" ................ 10.0" x 2.00" Drum {Power Assisted}
 
From the Pure Stock drags 2011... 1971 FORD MUSTANG BOSS 351

Rd 1 13.297 @ 107.95
Rd 2 13.107 @ 108.26
Rd 3 13.197 @ 108.23

BENOIT HOLLOWAY: MARION, LOUISIANA
Engine -- Ford 351 Cleveland "Boss 351" with a .030 overbore
Heads/compression -- Ford Boss 351 cast-iron/11.3:1 compression
Camshaft -- Crane Blueprint, mechanical-lifter (228-.502)
Carb/manifold -- Autolite 750-CFM four-barrel/Ford aluminum dual-plane
Exhaust -- Ford cast-iron manifolds, custom 2½-inch mandrel pipes with H-pipe
Transmission -- Ford Toploader close-ratio four-speed manual
Axle -- Ford 9-inch with 4.56:1 and Traction Lok
Wheels/Tires -- Ford Magnum 500 stamped-steel, 15 x 7-inch/Firestone Wide Oval F60-15
Factory HP/Factored wheel hp -- 330/360
Weight -- 3,640 lbs.
Best-ever ET -- 12.95 @ 109.30 MPH

http://www.hemmings.com/mus/stories/2011/12/01/hmn_feature2.html


I tried to find a similar listing for the Duster, but the closest I found was a 70' that went a best of 13.39 @ 105.
That same year, a low comp 340 & 360 both went Low 14's.

I would suspect a 71' with a similar gear would have surely given the Boss a run for it's money.
 
Great Stuff Rick,

One of my father's old racing buddies worked for Colonial Ford out of Danbury, Connecticut
from 1970 thru 1973.

They took a 71' Boss 351 off the Showroom Floor for a Dealer Day Race Promotion Event
at Connecticut Dragstrip in March 1971.

Ran 14.15's @ 100 MPH on a very cold day. Poor traction.

Still respectable.
 
I'll end my "Ford" talk by saying the car that I drove and rode in several times belonged to my friends Dad. How he ended up buying that car new is still a mystery to me. He was the complete opposite of a hot rodder and it was used a regular daily driver. The car met it's demise with "junior" driving it by means of a wet road and a pole.....Ouch! Fortunately the long front end came in handy as he only got a banged up chest and legs. The car.....Not so lucky.
 
I'm leaning with 71' Duster 340.

More nimble, and more consistent off the line.

In 'stock vs. stock' with a 4-Speed and 3.91's - The Duster 340 can pull out early
over the wheel-hopping Mustang, even with F-60 x 15" Goodyear Polyglas GT tires.

Those Big-Port ~ Big-Valve Cylinder Heads won't be effective until mid-Track.

By then, the Boss 351 will be a good 3-Cars behind. Too much ground to make
up on the Big-End.

'To the victor goes the spoils'

Hippie Chick Loves the 'Duster 340'

6142039279_25407b64db_z.jpg
 
69 Cuda 440 said:
I'm leaning with 71' Duster 340.

More nimble, and more consistent off the line.

In 'stock vs. stock' with a 4-Speed and 3.91's - The Duster 340 can pull out early
over the wheel-hopping Mustang, even with F-60 x 15" Goodyear Polyglas GT tires.

Those Big-Port ~ Big-Valve Cylinder Heads won't be effective until mid-Track.

By then, the Boss 351 will be a good 3-Cars behind. Too much ground to make
up on the Big-End.

'To the victor goes the spoils'

Hippie Chick Loves the 'Duster 340'

6142039279_25407b64db_z.jpg
Click to expand...

'Green with Envy'
 
O-M-R

1971 NHRA National Records

F/S............... 11.78 @ 116.88 MPH

G/S.............. 12.05 @ 115.68 MPH
G/SA........... 12.40 @ 111.24 MPH

The 'Boss 351' was classed in F/Stock.
The 'Duster 340' was classed in either G/S or G/SA.

The 'Boss 351' did not fit well in it's Class, and the high price of the car prevented
many from putting together a full and complete Stocker Drag Race Car.

Most of the 'Boss 351' cars that ran in 1971, were either Dealer-sponsored cars or Factory-backed.


 
Cool stats :thumleft:.

Not surprised on the Dealer/factory participation. "Sell on Monday" was still in full swing at that point. Well, until the prospective buyers found a 20+% premium vs several other small block pony type cars at the time...lol. Plus the rollout of the new body style, which had mixed reviews as I recall.

The other thing that grabbed my attention was the discrepancy between the G/S & G/SA numbers. Either the "auto" teams just never got a handle on it, or, as I suspect, it was a product of 70/71' converter technology?
 
69 Cuda 440 said:
I'm leaning with 71' Duster 340.

More nimble, and more consistent off the line.

In 'stock vs. stock' with a 4-Speed and 3.91's - The Duster 340 can pull out early
over the wheel-hopping Mustang, even with F-60 x 15" Goodyear Polyglas GT tires.

Those Big-Port ~ Big-Valve Cylinder Heads won't be effective until mid-Track.

By then, the Boss 351 will be a good 3-Cars behind. Too much ground to make
up on the Big-End.
Click to expand...

And that's why they didn't do well in the traffic light drags.
 
From a 20 MPH 'Fast-Roll'

I would go with the 'Boss 351'.

And once the twin NASA style vacuum-actuated hood scoops opened up, I can
see an extra kick on the top end for the 'Boss 351'

"Boss 351"
Front Shocks........ 55/45
Rear Shocks......... 45/55
 
95teetee said:
I stuck a 351C from a '72 Cougar into my '68 Mustang coupe.
It wasn't that fast.


....because it just smoked the L60s on the back like they weren't even there. Including at about 70 on the highway lol.
Click to expand...

Not surprising, since in '72 they dropped compression quite a bit. That combined with the huge lazy ports of the 4v heads made a huge difference in low speed torque from the '71 engine.
 
O-M-R

I think the Coletti's out of Oregon were 'toying' with the G/SA National Record in their 1971 'Duster 340'.

They slowly brought it down, to gather up Points in the Northwest Division.

Check out the 15" x 4" Keystone Classics on the front. The Coletti's used a special front hub that Chrysler
made for them to get added clearance for the 15" Keystone wheel.



MarkColetti.jpg
 
Great pic! I had a few of Coletti's car on my wall when I was 13 or so. :D

Seems to me in later years the low comp 351C Stang did ok in G or H? The name Tex Miller comes to mind for some reason. I'm pretty sure the NHRA blueprint specs probably helped them along quite a bit.

I have to admit, I saw my share of some cool Fords in the 70's. I grew up in Maryland about 5 miles from the Auxier family and used their speed shop almost exclusively for years. The coolest thing though was getting to speak to Chick Deninno, who was friends with them, and spent quite a bit of time around the shop.
 
Not all 351Cs were created equal. There were 4 different engine codes over the production life of the engine. The R code Boss 351 was a 1 and done deal due to pending emissions regs. It got all the goodies Ford could throw at it, plus high compression. The 1972 R code had open chamber heads (the 71 Boss had quenched) but still had a mechanical camshaft. Later Q code motors had hydraulic cams and less power.

One of the good things about the 351C was that all blocks had meaty webbing for 4-bolt mains. All of the factory 4V cars had 4-bolt mains.

Even though the 351C was available to us back in my roundy-round days, we didn't run it because it was too expensive (like Mopars back in the day). The other Ford we raced against, Red Farmer, IIRC won the 1971 LMS (now Nationwide series) championship using a 351C. FWIW, Farmer still races on a dirt track, sometimes against his grandson. Try that, Childress!
 
1971 'Duster 340'

Could be had with Drum Brakes {Front and Rear}
------------------------------------------------------------------------

1971 'Boss 351'

Only equipped with Front Disc Brakes and Twin Master Cylinder and Power Assisted
 
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