You get good low-end torque yet you get suitable amounts of power at wide-open-throttle. He enjoys restoring and building Fords. This Tech Tip is From the Full Book,. Room to go to longer rods 6. Studs give the two-bolt main Cleveland block extraordinary strength. As you cruise the classifieds and salvage yards in search of a buildable 351 Cleveland you will find them to be very scarce, yet well worth the search.
Power management is having the right balance of ignition timing, fuel mixture, compression ratio, valve timing events, and even external forces such as blower boost or nitrous input. Keep in mind finding power costs money, but look at the dividends. Hydraulic lifters were also specified, with the M-code producing about 300 hp 224 kW. Iron block weight 215-225 pounds. In spring 1971, Ford replaced the M-code with the hotter Q-code, calling it the 351 Cobra Jet.
Because the mixture is compressed and ignited, it lights off more rapidly. It also puts the pin close to the piston dome, which exerts too much heat on the pin and boss. As a result, the Australian 351-4V engines used the 2V cylinder head. Your hub for horsepower Get first access to hit shows like Roadkill and Dirt Every Day Join free for 14 days now When Ford introduced the 335 Series 351C in 1970 there was immediate confusion among Ford service technicians addressing which 351 they were servicing and how to identify the two engines. The original game plan was to replace the 351W engine with the 335 Series V-8. Weighing just 80% of a similar big-block, it was originally available in Ford's , and lines, and in , , and for the 1971 model year.
Premium components will make any of them live. H-code The majority of 351 Cleveland engines are H-code 2V 2-venturi carburetor versions with low compression. More expensive stroker kits have custom parts such as rods and pistons. A good rule to follow choosing an intake manifold for your Cleveland is to ask how your classic truck will be driven most of the time. Thick webbing to strengthen mains.
The 351C block was produced in two- and four-bolt main cap versions through 1974, not including Australian blocks, which were produced through 1982. This is why racers use big carburetors, manifolds, heads, superchargers, turbochargers, and nitrous oxide. A roller cam offers you the most aggressive valve action without sacrifice. In the 1950s, Ford introduced a three-tier approach to engines, with small, mid-sized, and big block engines aimed at different markets. The Australian 302 Cleveland heads have small wedge chambers, which means greater compression if you place them on top of a 351C. The Pantera Performance Center in Colorado stocks pistons for this combo. Fast forward to today, and the Cleveland is gaining in popularity once again.
This means you have to look elsewhere for answers in the power equation, such as more aggressive camshaft profiles, better heads, better port work, hotter ignition systems, exhaust headers that breathe better, state-of-the-art intake manifolds and carburetors, even electronic fuel injection where you never thought of using it before. The compression reduced again for 1973 and a new timing set retarded the camshaft timing 6° to aid with reducing emissions. Australian-built 351 engines were also used by in Italy for the , , and cars after American supplies had come to an end. Using a mild hydraulic cam and a relatively small 600-cubic-feet-per-minute cfm carburetor, the M-code was rated at 300 hp. The 351M, was the last pushrod V8 block designed by Ford. So what exactly is torque? The timing chain housing was covered with flat steel that was easier to seal than the typical large timing chain cover used on other Ford V8s. Thanks for whatever Help you can offer.
They provide information on the good and the bad, and highlight products that would go well with your selections. Those built for model years 1973—79 were either cast in the Cleveland Foundry or the Michigan Casting Center. In recent times and with better technology has come reproduction alloy and iron Cleveland blocks both domestically and from Australia. With a longer stroke, the compression ratio became excessively high with the 351-2V heads and flat top pistons. Wish I had listened to him 3 years ago! Admittedly, the task can be arduous and even old-fashioned for some.
Every part should be inspected for flaws. The most fundamental way to make more power from a Cleveland is stroke and displacement. However, the open chamber heads exhibit better emissions characteristics. Finding a standard bore Cleveland block will be your greatest challenge. Renewed enthusiasm in this engine has spawned an influx of top-quality new components that make building or modifying these engines affordable.
It is a reproduction of the 351C block, with a lot of nice refinements to structure, lubrication, and cooling. In the beginning, the 400 had a dual bellhousing bolt pattern for both small- and big-block bells. It had the 302 on the low end and the 390 for those who wanted more power. These engines were produced from 1970 through 1974 and were used on a variety of Ford models, from pony car to full-sized. The 351M on the left with a 3.
It is clearly different and impresses with the massive attitude of big heads and block width. Engine building is an exacting exercise in physics where every detail must be covered to ensure success. It used cylinder heads with smaller valves, smaller ports and open combustion chambers to produce a more economical engine that produced greater low-rpm torque. In any event, this is all the stuff that requires professional attention. The big story for the Cleveland was breathing. Later versions of the 351C with 4V heads continued to use the large ports and valves, but switched to open chamber heads in an effort to reduce engine emissions. Ford took the 400 engine's tall-deck block and de-stroked it with a shorter 3.