This is my first engine rebuild.

Block: 1971 351C, .030 over, Oil return holes camfered, zero decked
Mains: 2 bolt w/ ARP studs
Crank: Stock, Oil holes chamfered, dynamic balanced
Bearings: Clevite 77
Damper: Fluidampr
Rods: Stock, ARP bolts, grind to same weight +/- 0.001lb
Pistons: L2379 forget .030, Standard rings, grind to same weight +/- 0.001lb
Oil Pan: 9qt, windage tray
Oil Pump: Melling High Volume, hardened oil pump shaft extern oil line to #5 main
Oil Cooler: Aeroquip, oil to water heat exchanger
Water Pump: extern electric

Heads: D1AE, 4V quench chambers, 64cc, 10.8:1,quench 0.04, bronze valve guides, machined for 7/16 rocker studs and guideplates, Minor porting, remove casting flash and smooth ports, ARP head bolts
Head gasket: Fel-pro 1013
Intake: Torker
Carburator: Mighty Demon 750 mech sec. 1" 4 hole spacer
Gas: 98ROZ (Europa spec)
Air Cleaner: Holley blue one
Valves : Mildon SS
Springs : Comp Cams #924-16, 115lb on seat, 322lb open (included w/ cam kit)
Spring Cups:Comp Cams #4700-16
Retainers: Comp Cams #741-16, 10 degree (included w/ cam kit)
Valve Locks:Comp Cams #611-16, 10 degree (included w/ cam kit)
Rockers: Comp Cam Pro Magnum #1330-16
Rocker Studs: Comp Cam 7/16 (included w/ Rockers)
Guideplates: Comp Cam
Pushrods: 3/8 Hardened
Lifters: Comp Cam 832-16 (included w/ cam kit)
Camshaft: Comp Cam XE274H 230/236 @ .050, Lift 0.562 / 0.565, 110ls
Thrustplate: Roller bearing
Timing Chain: Comp Cam Magnum duble-roller

Exhaust: 1 7/8 28" primarys to 2 1/4, headers wraped, 2 Ansa mufflers
Fuel Pump: Electric
Distributor: MSD Pro Billet, mech advance locked
Ignition: MSD Digital, MSD Blaster2 Coil

Car: De Tomaso Pantera 1972
Trans: ZF, 5 speed manual
Car weight: 3080 lb w/me

Target: A lot of fun on streets and go to strip once a year (yes we have ONE event/year in Switzerland )

Numbers with original 72 351C CJ engine and 3197lb w/me in:
60ft time 2.262, 1/8 time 9.498, 1/8 speed 75.9, ET 14.617, 1/4 speed 96

Have I miss something? Weak points? Any coments and inputs are WELCOME!!

on edit, title changed -blizz

I'd use cb927p rod bearings and have all rods resized .

I preffer an ATI damper over all others , a good second choice would be a romac. I wouldn't use a viscous damper under any circumstances.

Make that oil line to #5 small , about 5/16 hard line will be plenty. For the oiling system as a whole you must keep the lines as small and direct as possible . This includes all lines to oil coolers , remore filters etc. If these lines aren't kept short ,and sometimes if they are priming the system can be a BEAR ! also cleaning the whole system when changing oil is made more difficult .

Of the two intakes you mentioned I preffer the torker by a mile .

roller thrust plate for cam isn't really needed , but if you've bought it already have at it.

If you lock the advance you may have to put a switch in the wire to the - side of the coil so you can get the engine spinning before you cut the ignition on , you're gonna have a good bit of cranking compression so this may well be an issue.