Refreshing FORD's Iconic 351 Cleveland Engine.
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- Опубліковано 10 вер 2024
- Today on The Skid Factory, AL & John give the XC's 351 Cleveland a freshen up after it developed a nasty bottom end noise just prior to a scheduled dyno session.
We take the opportunity to dive into the construction of one of Ford's iconic engines from the late 60's and chat about it's assets and limitations and how it relates to its brother the Windsor engine.
Thanks to Levi for the 8 Ball design! check his art out here!
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Please note: We like to make interesting car mods and show you how we've gone about it, but we can't promise that anything we show you will work for your particular car, or that you won't harm yourself, someone else, your car or your warranty doing it. Please be safe, be responsible and unless you know what you're doing, do not fool around with very serious machinery just because you've seen us make it look so easy.
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Done! Ordered the OG allied one though, shirt and she'd flag. Love the content as always guys. Always learning! Happy to support great creators!
Good, I need another one, my little cousin stole the big turbo one and uses it as her sleeping bag. 😂
Can't believe there's not a Woody's Hoodies shouty ad, like, Get on down to Woody's Hoodies for all your Merch & Goodies!. Needs big flashing text and Al standing in front of The Burnout Warehouse sign with the pointy stick pointing at said flashy text (make it the wrong corner, obviously). But wait there's more > cut to huge burnout. Guaranteed sales!
John's shed looks like a peaceful place to hang out 🥰
Great spot! Can't beat a good shed and John's got his looking mint. Almost makes me wanna get the broom out and clean mine up. Almost, but not quite 😂
The shed us men dream of!
@@Mosesk1988 Amen!!
*mancave 😁
The 351 Cleveland is named after the Brook Park, Ohio, Cleveland engine plant, and the 351 is named after the factory in Windsor, Ontario (Canada). The 351C is a 335 series engines were used in mid- and full-sized cars and light trucks. While the 351W was for lighter cars and 1/2 ton trucks. Both engine block share the same bore spacing. So taking a 302 Windsor block and and adding the 351C heads to it created a 302 Boss engine that was used for Trans Am racing. Ford may have used the "5.0" moniker to distinguish the 302 from their 300 cu in (4.9 L) inline six, which was known as the 4.9.
The more you know. Thanks 👍
Nice
Hold on mate step back a bit I have built 3 302 Cleveland and 1 351 Cleveland so I think I know my way around Cleveland’s.
People you CANT put Windsor heads on Cleveland’s they don’t fit without machining and a special intake manifold and I don’t know why you would they are crap and Cleveland heads flow better than Windsor. Most Windsor heads are smog rated.
Best thing you can do is put 302c connecting rods in a 351c which increases the dwell time at TDC you usually can pick up about 25hp.
Now Windsors in Australia we’re only used in early falcons Xw,Xy’s Cleveland’s came in in late model Xa through to xd falcons and maybe some XE falcons until the gas shortage.
To my knowledge no F trucks came into Australia fitted with V8 engines they only had pre cross flow inline 6 engines.
Long rod conversions are always overlooked these days, if you want to rev the nuts off it you need more dwell time at tdc just to keep the ignition spark in the right place and give it a chance.
Wasn’t that also called a Clever engine ? I know most of them where banned in NMRA and a few other sanctions.
John always looks like you've told him a dad joke and he's trying not to laugh
Glad to finally get an explanation on the origin of the 8 ball, been watching you guys for a few years and had no idea😂
Wow, in 1980 I rebuilt a 351 Cleveland motor for a 1968 mustang coupe. It had the 4V heads with HUGE intakes. We CCed the heads and triple ground the valves, it was a monster. We lifted the front tires on a street car with the motor. Sadly, it all got stolen within a year or two. It would be very nice to have that motor back, and it’s nice seeing this. The 3V heads are very evidently smaller intake ports. Thank you very much for the memory.
Good to see a bit more of John‘s Ute.. Very interesting setup.. I have had a all pressure problem the same as you were speaking of before.. Turns out it was because running an electronic all pressure gauge was being interfered with when the trans-break was let go the voltage surge from the trans-break solenoid was sending the gauge to zero.. It wasn’t actually an all pressure problem
Did you have to have an extra large grounding/earthing strap fitted between the trans housing and the body to combat this?
Excellent as always! I really dug the part where John exhales a metric ton of air from his respiratory system. I know, I know. You guys already know about it. Cheers, mates!
Seeing this makes me want another Cleveland in my life ❤️ best engine Ford ever made other than the 460.
Awesome episode. The Xs in the block would have been on the bottom side of the sandcore to assist in turbulence in the molten iron to help the valley floor to cast correctly.
We used it on our dies at CASTALLOY help correctly fill certain areas.
Haha, I used to work at Casties too, I was in the machine shop.
@@pocketradzys Do you remember me Adam. I was in the Toolroom.
@@chrisobrien9334 Dunno its been a while, I left there around 2007ish, I was arvo shift
@@pocketradzys I had the Cars. The Orange LJ Torana and the Black Capri.
@@chrisobrien9334 Nice, I had the ported RX7 & the XC
Can’t wait to see what she does on the dyno
Great episode as always! Love seeing you guys work on engines, so much great info.
A tip for the audio, get one of those movie clapper boards and record the mics on different tracks. This way you can both level the mics separately, or even take one track out, and do colour grading as they have a colour grade as well. This way you can leave the mics on and just mute them, so you don't hear the other mic like when John was unpacking boxes.
Yeah, I noticed that as well. As you said, a very easy fix and would make a big audio improvement. Just have each person recording separately, do a sync (hand slap or clapper board) then do the rest in whatever video editor they're using.
When we hotted up our Holden red motors back in the day, we got the pushrods filled at the top and re-drilled with smaller holes for the solid lifters. This was a simple fix to reduce oil flow especially if the bottom end wasn't opened. If we did open the bottom end Vandervell bearings went in, modified with full grooves. This was a common thing for us in Launceston back in the 70s where Merv Gray did all the good stuff.
love it another Tassie boy
@@winzall123 No longer a boy, though, haha.
20:16 a 302ci block is actually 4.949L so for most people it should be a 4.9L, but for marketing shiggles on the Windsor it was bumped up.
I believe it was bumped up to 5.0 at the bequest of a certain white rapper from Florida.
@@theskidfactorywas that the same guy that had his "rag top down so his hair can flow"?
I bet they also bumped up the advertised displacement on the V8 so it would be larger than the 300ci straight six that they offered in the states at the same time.
Rollin in my 5.0
With the rag top down so my hair can a blow
This garage is absolutely gorgeous.
Cleveland and Windsor are Ford foundries. Ford was in competition with other manufacturers in the horsepower race. The Cleveland was an experiment to make a stronger block with better flowing heads to keep up. 351c is about 40 lbs heavier than the 351w. Australia got the best heads, closer chamber 2V heads. We either had to use port fillers or shave down our 2v heads, or pop up pistons to increase compression.
The first 351ci I played with was my 1978 Ford F150 with the 351ci Modified Engine and the first 351ci Cleveland I assisted with the rebuild was in a 1970 Mach 1 Mustang. That engine with the B&M shift kit was one fast Mustang. Thanks for the reminder of days gone by.
Crank = Nodular iron as opposed to grey cast iron.
C250 = Carbon steel with a yield point of 250MPa
302 and 351 Windsor, same architecture but different deck height to each other.
302 and 351 Cleveland, same deck height as each other (bit shorter than the 351W). Different architecture to the Windsor, though a lot of parts swap with a little work. Not a truck engine. Was meant to replace the Windsor, but Americans didn't like it. AU stuck with it. 351M and 400M are the tall deck height "truck" engines based on the same architecture as the Cleveland but virtually nothing swaps.
3V = 2V inlet and 4V outlet originally, but now they've got CHI do their own thing with regards volume
Wasn't meant to replace the Windsor, it was a midsize block in between the Windsor and FE series as an entry level performance and large car engine.
Emissions killed it. The head design isn't conducive to EGR and other period work arounds and the very low top ring compared to most other engines is also hard to emissionize without major work. Add to this it's large and relatively inefficient ports and yeah, not making the progressive emission restrictions.
Great engines, best mod is to throw a 302 Cleveland head on. Smaller more efficient closed chambers bump compression up to 11:1 on a 351 shortblock, ports still flow very well too. Mild cam, four barrel 750, you'll be somewhere around 450 horse easily.
@@boingkster don't want to get into blew, but the FE thing is a bit of an internet myth. Same bore spacing as the Windsor and a smaller deck height. So it's not a mid engine block. It's actually smaller than the 351W.
The other thing that flies against the FE theory is they redesigned the main bearing sizes because the large sizes found on the 351W used to oil starve in high revving applications. And the poli-angle valve design was specifically designed to flow more. So the Cleveland was seen as the performance alternative.
Which is why it went straight into the later XW GTs here as a replacement for the 351W.
The 351W and FE were meant to be relegated to trucks and eventually retired and the 429/460 was designed in parallel to the Cleveland.
351/400M were meant to be the Truck/ large sedan variation of C, so that they could retire the FE. Which is kind of what happened. But they are a tall deck block, so that makes sense.
@@ibast1 while the bore spacing is the same, company literature from the time clearly states it was to be a mid block design for heavier vehicles. It also coincided with a period in which Ford had a lot of staff poached from Oldsmobile, and the architecture reflects this. Look at the timing chain enclosure - pure Oldsmobile. Look at the canted valve heads - very much reminiscent of a big block Chev.
The long and short of it is that it came at an unfortunate time. But for the looking emissions restrictions it would've been the LS of its day - compact, robust, high performance OHV goodness.
And with a few strokes of the pen the Clevo gear relevant to production was sent here, downunda. And the rest is history.
@@ibast1 The 400 was just called the 400, the 351m was called that to differentiate it from the same size 351c and 351w engines !!
No 400M, just 400.
Awesome seeing an old school muscle engine on the show boys!! Throw a few more in this season 👌
50 year old block. And still going strong. Says a lot about the designs of these old so-called dinosaur engines...
John is the quintessential engine builder. Surgical cleanliness, and knows his specs.
Alan, the 4ma crank is the same steel as the plain crank, the difference is, these cranks were thoroughly crack tested in the Ford plant and then stamped 4MA on them, then used in the 4V engines.
The 4MAB have been hardness tested for the high performance Boss. They have a machined section on the counterweight for a proper test which was done with a punch. The "hardness" is measured from how deep the punch sinks.
The cranks are of Nodular Iron, which has bigger graphite crystals for strength over the normal Pig Iron that was used in the block and heads. The catch with that steel is the bearing surface needs to be polished to get it "smooth".
302ci is 4948.89 - as racing adopted litre limits (over cubic inch), the litrage must always be a "rounded up" value. eg. If you're allowed 5.0 litre in the V8 class, you can't have a 5.01L engine (just like if you're in a 4.9L class, you can't run a "4.9L" Cleavo). It's the same reason a 6.2L LS3 is actually 4.065 x 3.622 = 6.162L. All listed engine capacities are now rounded up to the litre capacity. That's my theory, at least.
Finally!!!! Thank you for the back story on the 8 ball! hahaha up the Clevo!
Ford 351 4V Cleveland was primarily designed from the start as a performance engine.
The 2V heads was a way to make it more versatile engine in fords line up of new engines.
Ford was replacing the FE engine line up as it was an expensive engine to manufacture and had come to the end of its engineering life cycle it was also a engine family with a massive parts inventory=big cost in casting and machining and confusing for the parts counter.
Cleveland 335 series engines took over performance duties for small and medium size US cars
429-460 385 series engines took over bigger pick ups and large cars
Ford found a need for a engine to take over the FE390 C.I.D size and made the 400 Cleveland
Then demand for medium size V-8 engines went up massively and both the windsor and Cleveland plant couldn’t keep up to demand so the 351 modified was born basically a 400c with a 351windsor crank fitted straight in!!! new rods/pistons bang done a stop gap engine.
351 windsor was a light duty truck motor primarily but used in medium size vehicles as well hence the 3” main bearings(it was the 351w that was the truck engine not the 351c even though the 351C made into trucks later in life).
Imported 289 302 Windsor’s where used in Australia 1967 up to late 1971-2 and replaced with a locally made 302 Cleveland from mid to late 1972 on.
Despite all this the 351-302c have been used in almost everything in Australia from small compact performance cars(Bolwell’s Nagari) all the way up to big heavy f150-f250 based ambulance’s
My dad was a mechanic on a super stock dragster ford ute called the mobster in the 80s had black livery but with mobster written down the side in silver with a ols school mobster poc with a guy smoking a cigar I wouldve been only 10 years old we'd follow in the pick up car after down the strip..orsm build guys brings back memories.
Your comment about the oil ending up in the top of the engine bought back memories. When I was drag racing an EH Holden with a red motor back in the ‘70’s we used to put pipe cleaners in the pushrods to stop all the oil ending up in the rocker cover. I don’t know if it made any difference but it made us feel better :-)
Seen that done with 308's as well
Canted valves are to unshroud them from the cylinder walls to flow more on the wall side.
Love watching engine getting Have watch my old man build Holden red motors and sbc when I was a kid and I still enjoy watching engines get build
Engine building episode with John are 🔥🔥
More of it please 🖖🖖
I love the Cleveland had a 351 in my XB Coupe in the day great engine can't wait to see the numbers
I hate to be a negative Nelly but I was listening to John's breathing and judging buy his fairly heavy breathing doing a light task I'd highly recommend he go see his doctor and get a chest ultrasound to check his heart
I was breathing the same way and purely buy chance was in hospital for a unrelated issue when the doctor noticed and did a bedside ultrasound and noticed a problem with my heart and got me checked out apparently I was weeks away from a massive heart attack so if All or woody read this can you mention it to John please
Ford crank was referred as Nodular Iron Crank..
late comment but still... story time, my father bought a 1971 south african assembled xy falcon in mustard yellow, no motor, no trans, seats chewed by rats but no rust. he swapped a mint xf falcon sedan which was probably worth $3000 or so at the time (year 2000). fast forward 22 years its worth roughly $100,000 as it is.it has been our family car forever and we will never let her go. 351c and fmx gb and 9" diff ready to go in once we are ready to upgradr.. currently running rebuilt 302c, rebuilt c4 and standard v8 diff with 10xxxkms since rebuuild on running gear roughly 8 years old. shes mint one for sure 🤙
The X and Y were to prevent cracking in the lifter galley and provide extra strength. He is running a 4mab crank, not 4MA. The difference between 2v and 4v is purely port volume. The 3v is a revised higher intake height and exhaust runner with a more gradual curve that allows for better breathing. If you were to put 2v and 4v gaskets beside each other the intake bolt centreline is the same. Have a look 3v is a lot higher port.
"With my rag top down so my hair can blow" Al showing his true Vanilla Ice roots :D
4ma cranks have a higher nodular iron content, the free carbon within the iron , is in spheroidal or nodular form,it is very important that the journal surface is micro polished after machining. Also run fully groved main bearing when running a stock type crank due to the "oil clocking " of the big end bearings,mainly number 2 and 7. or an aftermarket crank. (see Chris Fin, Ford Cleveland oil problems exposed ) all 351c boss motors came from the factory fully grooved.
The XXXXX and YYYYYYs by the lifter bores i believe were to reduce cracking in that area,common in the 351m and 400 blocks.good work guys looks like a weapon.
Surely do a build soon with the boss 260 that woody so kindly let us know he has sitting around !
Rolling in the 5.0 with the rag top down so my hair cab blow
Waiting on stand by waiting just to say hi
I believe it was "Ladies all standby waving just to say hi"
But I didn't stop, i just rolled by, so can't be sure.
@@theskidfactory you could right 😂😂
Sick Cleveland!!!
Love the 3V head... I’ve been relegated to filling in the 4V head ports a few times.. as I’ve done two years of life drawing and sculpture. Lols🤜🏼🤛🏼🇦🇺🍀🍀🍀😎
4M crank: standard 351C
4MA: high noduarity iron
4MA-B: Brinell tested for hardness (ie: a QC-selected 4MA)
It seems the 390 also has a top end over oiling issue that must be resolved before pushing it to its limits. I don't race them, never needed to because the power is more than adequate for cruising in a 64 mercury. That being said, if I were to have a falcon XB with a 351C I'd likely push its limits because these were meant to be race cars. And obviously have had great success over the years. Wonderful cars and supreme engines! Nothing else sounds like a Cleveland, my buddy had a 74 DeTomaso Pantera with one that was tuned within an inch of its life, it had the most beautiful exaust note with the custom pipes that were made for it, Holborn injection for each cylinder for that raspy yet refined sound and power.
Nice work love the build and all the videos keep it up.
we run a old predator carbie 330-930cfm
on a 351 it’s an unreal set up easy to tune has cams not jets.
Motor was out of xc gxl had all gt gear in it etc 4v heads 4mab crank.
Best intro yet! So audibly perfect!
More john please fellas.
thank you
Cool video guys. The 4MA is the 1st factory 351 US crank made, the revised version was the 4MAB, and the best (although heavily debated) crank is the ARDIAE crank from the black block clevos. The 4MA was made from 1968-1970 and fitted until 72. The 4MAB was fitted to 71-78 351 clevos. The 351 ARDIAE cranks were 79-85 in Aus. 4MAB is not balanced or Brinnel tested it’s just a revision. Ford spent millions on R and D over the years many argue the 4MA is the best but generally from an engineering standpoint things didn’t go backwards.
Canted valves also open away from the cylinder wall to reduce shrouding and increase flow.
The current supercars run a canted valve head, the HMS ones were specially cast for the series. Almost identical to the Windsor versions, in the name of parity. Not sure why they went to so much trouble, when you can buy over the counter SBC canted valve heads with even spaced ports, from GM, but there you go.
Thank you al and woody
thanks for the 8ball explantion!! I've been wondering!
The 351C showed up here in the states in bits and pieces in the 1969 model year (there are a few '69 mustangs floating around with C's installed), and then came on full steam in 1970. It was introduced in passenger cars at first, followed by a 400 (taller deck) in 1971, which showed up in full-size cars. The 351C disappeared after the 1974 model year, with the 351M going until the early 1980's, and the 400 showing up for the final time in 1978. I seem to recall that the 351M/400 engine didn't begin showing up in trucks until 1977 (?), as the 360/390FE was the regular truck engine up until 1976/1977. The 351C's last year in the Mustang was 1973, and it was 302's all the way until the 1995 model year, with the 351W showing up in several years of Saleen Mustang, and the 1995 Mustang Cobra R.
The 351W was in cars from 1969, up until 1991, and trucks from somewhere around 1970-1971 (don't quote me on this) until 1996 in the F150, 1997 for USA-spec trucks (F250/F350) and 1998 in Canada (F250/F350).
He was looking for the term "nodular" iron as far as crank goes. Indeed Ford saw to it that it was not basic iron. They did the same with some of the 9 inch cases.
Former fox body owner checking in. We know it's not REALLY a 5.0, but we don't care. Pretty sure it's because they already had a 4.9 liter engine in production and being used in the same vehicles.
LOL…”the 302 Cleveland was never made in the US”, how ironic! Great build! Also…major jelly as Woodie brags about having not one, but two Boss 260s! Why haven’t those gone into something!?
The BOSS 302 Ford engine was sold in America inimited numbers. It was pretty much a 302 Cleveland.
Copper head gaskets n guide plates. Soooo old school.
Ok kids, Ford smallblock history lesson....
The Ford smallblock "Windsor" (not actially called that) came out in 1962 in displacements of 221, 260 and 289 cubes. They came in passenger cars and sporty sedans like the Mustang and Fairlane. The 302 came out in 1968.
Concurrent with this, Ford introduced an extended block, 351 cube version of this smallblock, with a 9.5" deck height vs 8.2". The crank had a 3.5" stroke vs 3" for the 302, and bigger main and rod bearings. Everything else was basically the same. These blocks were cast in Windsor, Ontario, so were referred to as the 351 Windsor. Introduced 1969.
Also concurrently was the development of the "335 series" engine, with many features taken from rival V8 designs; like the canted valve arrangement of the Chrysler Poly and Big Block Chevrolet. The timing case was cast into the block and the fuel pump was a similar design to the Olds V8.
The canted valve arrangement gave several advantages:
* Larger valves can be squeezed into the same 4" bore than on a straight valve head.
* The valves are angled toward the middle of the cylinder, meaning that as they open, the valve head moves away from the bore, unshrouding it and allowing better breathing.
* The angled valves also oppose each other from intake to exhaust, allowing a smoother path for scavenging.
The Cleveland was first released in 1970.
There is conjecture as to how the "335" came about; some say it was a displacement arrived at early in the engine's development. Others say that it refers to the distance between centrelines of the main and cam journals. The 385 series refers to the "big block".
The 335 was originally cast in Cleveland, Ohio. So, to distinguish between both versions of 351, they each gained the name of the plants that they were produced in.
There are few parts that directly interchange between either, however the bore spacing and valve arrangement (in & ex) are the same, therefore the superior-breathing Cleveland heads can be adapted to the Windsor block. Ford actually did this, creating the Boss 302. It used the 4V heads from the still-in-development 351C in 1969.
You can actually recreate a Boss-style arrangement by using a set of clevo heads on either type of Windsor block. The heads must be modified to allow coolant to pass into the front of the intake manifold, where the thermostat lives on a Windsor. Clevos have the theromostat in the block.
To add to the confusuon, Ford made a 351 4V Cleveland they called the Boss 351. It was the engine that the GTHO was based on.
Now, to add to the madness, Ford took the Cleveland's 9.2" block and extended it out to 10.3" stroked it out to 4" to create the 400. It was actually 402 cubes. This was done as a means of replacing the ageing FE series (390,428, etc) big block.
Then the fuel crisis hit. Then emissions laws came in. The clevo was a bit of a white elephant in these changing times, so Ford dropped it in 74. To continue making a 351 for large cars and pickups, they took the 400 block and de-stroked it back to 3.5", creating the 351M ("modified"). These engines continued till 82, mostly in trucks. They were all 2-barrel smog engines of low compression and dismal power.
Them you have Ford Oz. We got the tooling in 75 and started casting clevos here, and had been making 351s and 302s here since the XA came out (using imported blocks). The 302 was created as an entry level V8 that could use a local 6-cylinder drivetrain to keep costs down (vs toploader, FMX, 9-inch bits from the US).
We only ever cast 2V heads here, open and closed chamber for 351 and 302 respectively. 4V heads were all imported. The yanks used to love snapping up our 302 heads because they had an instant compression boost and a quench design but with streetable 2V ports.
Finally cranks... 4M is the part number for a 351C iron crank. 4MA is the high nodularity version. 4MA-B is a Brinell-tested QC version of the 4MA used in the ultimate performance Clevos like the Boss 351 and GTHO (same thing). Aussie cranks that used local moulds simply had "302" and "351" cast into them.
Dream car right there
That oil pickup in the middle got me thinking. Is it getting starved for oil when John launches, with oil sloshing to the rear of the sump, away from the pickup for a while?
Great episode, so much knowledge, John is a legend. Looking forward to seeing the Ute on the Hoff's dyno!
Hahaha @ 8 Ball Factory! When I heard that, I just knew you’d realise moments after how it sounded 😅
John's shed is one of the tidiest seen; just look at the ladders and leads all lined up on the wall.
I need a set of those heads! I've got an engine waiting for them. They're hard to get here in the states.
I'm saving my pennies for a set as well for the cobra
John is literally just a more stoic and way less cooked version of Mike Nolan and i fkn love it 🤣🤣 aussie icon
Apparently I'm old as dirt. This looks like an average Saturday in my 20's. Only thing missing is cans of Bud Light and a couple of bored girls gossiping in a corner.
The funniest part is, John still has more hair than Al and Woody put together ;)
the size of those pistons - BOSS!
I've got shed envy John
Most powerful small block i have ever owned.
Mortal Kombat Developer yelling Toasty @1:33 LOL
Guys measure the bore distortion when you torque the head down you will be shocked especially on an overbore block. You need to concrete fill the block to gain minimum of 50 ft llbs of torque.
Woody has a couple of 260's.. oooh excited 👍
This is my favourite channel on UA-cam.
Looks like a dream place to chill out and do some work on your car!
Wasn't the Windsor a narrower V than the Clevo? Good to see John wearing the standard Queensland Safety Boots. 😁😁
I think in the U.S. the 4.9 was attached to the inline 300 six cylinder and 5.0 was the 302 Windsor V8. We also had 3 different 351 cubic inch blocks, the 3rd one was the 351M derived from the 400 block and Windsor crank.
Marketing is king.
8 Ball origin story!
Those x's in the valley are good luck kisses 💋 for the valve train! The more you know! 🌈
hahahaha. that "Toasty!" instert had me loln
I feel like John is the third member of The Skid Factory.
Love the v8s ,more please
Some top quality audio of mouth breathing going on here, didn't realise this was an ASMR channel
I’m building a 408 now. I’m head shopping, both my 1970 4v closed chamber heads are cracked.
That Ute is amazing. It's like a pick up Torino. I love it and wish we had them here in the states. The CHI heads are monsters for flow out of the box but a bit of porting and some intake work and they are unbeatable. I will some day do a Clevor build with a canted valve head but dang they ain't cheap. I look forward to the dyno and track testing. Keep up the good work gentlemen.
We "sort of" had them in North America, the Ranchero was pretty much the same thing, but with more styling of North American front end, either a Torino or LTD-II depending on year. You'll notice on the Australian version the tail lights are a modified version of what Ford used on LTD station wagons.
No, but they made the BOSS 302 in the USA, which I believe you will find was Windsor Block, Cleavland Heads and besides the 302 and 351, Ford also made a 400 Cleavland, so actually there were 4 Engines for the era.
Ford loved the 4” bore 3.50” stroke combination. They had the 352 (fe) the 351w the 351c and the 351m
1970 Mach1 came with a 351 Cleveland it was also other cars and trucks 72 ,73 they changed to the 351m and 400m
14.7PSi of boost should double the atmo power , works pretty much everytime. Theres a nice XR going around melbourne with 742 HP 15psi clevo on 98 fuel has been driven weekly for 2 years and still going strong , has been super reliable ( who would have thought from a 7200rpm clevo)!
Doing a old 440 mopar build soon and a 431 stroker 340 small block with W2 heads after that
love the new intro
Would love an Allied performance projects hoody!!
The new beefed up skid factory intro is fucken awesome🤝
Hahaha that 8 ball is the third Wheel!
I'm not sure if I'm at the right place but I heard on the streets this is known as "the 8ball factory"
The 351 wasn’t really a truck engine, it was a performance engine, Bob Gliddens won many pro stock championships in the US with it.
Don’t forget Ben Gatt, and his XA coupe door slammer.
@@gregmyatt9932 True, awesome looking car.
Heavy Breathing🤤
Camera dude overcome by Clevo goodness
Best 351 I've owned was a Mick Webb built motor. 2v ported iron heads. Carter AFB, Edelbrock manifold. Unknown cam. High energy sump. I pulled it out of a rusty fd Ltd and dropped it in my XE. Killed the fmx. Put in a tricked up c4, 3500 stall and 9 inch with 3.5:1 gears. It was pretty stout for what it was in 2005 but looked like a shit heap.
Windsor 302 is a 4.9. The trans am displacement limit was 5 litre which maybe why it was marketed that way.
Both are 4.948. rounded down that's 4.9. but that's also 4.95, which you would round up to 5.0.
Just wondering if the changing of the oil prioritisation to the crank journal might have changed what shows on oil pressure gauge? If all the crank bearings are wearing evenly, probably a sign that pressure is good just need to recalibrate a new normal pressure mark on oil gauge.....
To me it seems like the issue was with the oil pan and/or oil level. The oil pressure dropped rapidly on launch which points to the oil sloshing away from the sump.
John's a 'Walk softly, but carry a big torque wrench' kind of guy, isn't he?
From what I know I think the 4ma is yank made crank and 4mab is the aussie made crank
4ma and 4mab are US aussie cranks were marked 351 and were actually stronger.
Looking forward to hearing this thing scream on the Hoffs dyno.
Did anyone else notice that there was no mention of Lemon Squash in this episode?
Would of loved to hear Johns knowledge on stock clevo blocks, and the power he thinks they can handle first hand. great episode but thankyou once again!!
He is not very confident in the strength of it.
@@theskidfactory Cleveland blocks have a habit of splitting bores when used in HP applications i sleeved quite a few back in the day and they all had the same split in the same area. I read an article many years ago that said Moffat used canadian blocks as they were supposedly stronger. The cracks they developed in the bore were an L shape which went along around the bore level with the bottom of the waterjacket and then turned 90% and travelled up about 1 and a half inches. they are usually easily spotted with the naked eye. By fitting dry press fit sleeves you end up with thicker cyl walls as they are quite thin. Any old stuff from the 70s also would of lost thickness as people didn't bother using inhibitors back in the day it was only when cars were commonly using alloy heads when it was realised that inhibitors were needed as the alloy heads were basically rotting out and suffering from electrolosis.
Way back when I was told that the 4MA was basically a stock crank , but the journals were hardened , which ment that once they get reground you'd just have a stock crank again....
Like the new intro !!!