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  1971 Ford F-100 Ranger XLT

  351 Cleveland

  Photo by SpeedProPhoto on Flickr

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  71 Ford Ranger XLT /351 cleveland

  Photo by SpeedProPhoto on Flickr

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  351 Cleveland

  The heart of this beautiful ride. My grandfather's old Ford F100 in the back.

  Photo by Olero24 on Flickr

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  Ford F100 caged truck

  I didn't actually look to see what was printed on the sheet under the windscreen wiper, to see the year model and engine capacity. I drove these with both the 302 cubic inch (4.9 litre) Windsor and 351 cubic inch...

  Photo by John von Sydney on Flickr

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  1976 Ford F-100 Pick Up

  Australia assembled F-series. Note the amber turn signals in place of the reversing lights. This truck has the Australia only 302 Cleveland. A destroked 351. Curiously it boiled down to 302cid. Also known as the 4,9...

  Photo by hartogrob on Flickr

• 

  1976 Ford F-100 Pick Up

  Australia assembled F-series. Note the amber turn signals in place of the reversing lights. This truck has the Australia only 302 Cleveland. A destroked 351. Curiously it boiled down to 302cid. Also known as the 4,9...

  Photo by hartogrob on Flickr

• 

  1976 Ford F-100 Pick Up

  Australia assembled F-series. Note the amber turn signals in place of the reversing lights. This truck has the Australia only 302 Cleveland. A destroked 351. Curiously it boiled down to 302cid. Also known as the 4,9...

  Photo by hartogrob on Flickr

• 

  1976 Ford F-100 Pick Up

  Australia assembled F-series. Note the amber turn signals in place of the reversing lights. This truck has the Australia only 302 Cleveland. A destroked 351. Curiously it boiled down to 302cid. Also known as the 4,9...

  Photo by hartogrob on Flickr

• 

  1976 Ford F-100 Pick Up

  Australia assembled F-series. Note the amber turn signals in place of the reversing lights. This truck has the Australia only 302 Cleveland. A destroked 351. Curiously it boiled down to 302cid. Also known as the 4,9...

  Photo by hartogrob on Flickr

• Clearfield County man takes rare Ford Mustang with $280000 bid

  04/25/14, via Centre Daily Times

  Up for sale were such treasures as a 1966 Ford F100 Fleetline pickup, a 2003 Harley-Davidson Sportster motorcycle with seven miles of wear, a 1960 Harley-Davidson and several lightly used Kubota lawn tractors. But though the Shelby went first

• 

  Forza Motorsport 5 Hot Wheels Car Pack Available Now, Features Actual-Sized Cars

  07/01/14, via XboxAchievements

  1956 Ford F-100 - Ford's F100 truck series was a hit in 1953 but didn't really hit its stride until the 1956 model – the best-looking and most powerful version of Ford's classic workhorse. Maybe it was the new grille With a snarling 300 horsepower

• Low Mileage 1969 Mustang Shelby GT500 Going to Auction

  03/27/14, via MotorTrend Magazine

  Other cars being offered for sale from the same estate auction include a 1971 Ford Ranchero GT with 351 Cleveland V-8 and four-speed manual (53,709 miles), 2012 Ford Escape Limited V-6 Flex Fuel (90 miles), 2009 Ford Ranger XLT 4x4 with 4.0-liter V-6

• RM Auctions: Add A Pickup To Your Collection

  10/06/12, via PickupTrucks.com

  Judging from the feedback we've received over the past three months, we can say there is a strong interest in classic pickup trucks on this site. But is it strong enough for any readers to take the plunge and consider buying a classic American pickup

• Drag race organiser's hopes dashed after gearbox blows

  03/17/13, via Otago Daily Times

  Ford V8s are also in the blood, Donna excitedly waiting at the drag racing for the arrival of a Ford F100 pick-up with a 351 Cleveland V8 from Timaru on Saturday which she had just bought. The Oamaru Drag Racing Club hoped to run two events a year, 

• Final: Barrett Jackson Las Vegas

  10/20/08, via MotorTrend Magazine (blog)

  Classic American Trucks -- These continue to gain in popularity.;This '55 Ford was stock as a rock on the outside, yet featured a later 351 Cleveland V-8 and modernized suspension and such underneath.;Time to get working on my '62 F100?

• 1982 Australian Ford Falcon XE UTE

  03/02/03, via Ford Muscle (blog)

  The 351 Cleveland was only offered for a few years in the US, but in Australia the engine was available as a factory option in many cars through the 80's. Aussie Clevelands have the same basic design as the original Clevelands, but use a thicker block

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  1957 Ford F 100 Ford 351 Cleveland Engine
  Image by www.classictrucks.com
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  1966 ford f100 4x4 four wheele drive 351 cleveland rims runs great ...
  Image by www.2040cars.com
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  1965 Ford F100 351 Cleveland engine with 3 Speed with over drive ...
  Image by www.2040cars.com
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  1966 Ford F100 Swb 351 Cleveland Big Block Automatic on 2040cars
  Image by 2040cars.com
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  1966 Ford F100 Swb 351 Cleveland Big Block Automatic on 2040-cars
  Image by www.2040-cars.com
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  Related Pictures 5590v jpg 1966 ford f100 pickup 351 cleveland v8 ...
  Image by scary-pictures.feedio.net
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  1978 FORD F100 Custom 351 Cleveland & C4 Auto
  Image by digiads.com.au
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  1972 Ford F100 Pick UP Truck Mini UTE 351 V8 Cleveland HOT ROD RAT 68 ...
  Image by car-from-uk.com

Drag race organiser's hopes dashed after gearbox blows - Otago Daily Times

Drag racing is in the genes of Melissa and Donna Boler, who competed at their first drag race meeting on Saturday. Their father, Kevin Boler, is a stalwart of the Oamaru Drag Racing Club and one of the meeting organisers. He had planned to run his two vehicles - a 1957 Ford Country sedan and a 1939 ''barrel nose'' Ford pick-up - then step aside and let Melissa (23) and Donna (21) use them as well. The event on Saturday was the first drag racing at the airport for 12 years. Mr Boler raced in the last one with the Ford pick-up, setting a time of 15. 1sec, which he hoped to better on Saturday. Ford V8s are also in the blood, Donna excitedly waiting at the drag racing for the arrival of a Ford F100 pick-up with a 351 Cleveland V8 from Timaru on Saturday which she had just bought. The Oamaru Drag Racing Club hoped to run two events a year, in which two cars race over 400m, one in March and the second in April, during daylight saving. The event had two sections: import (Japanese and others ranging from an early Escort to a 2003 Porsche Carerra 4) and V8s (including hot rods, early and late model American muscle cars and even a Jaguar XJ6 V8). The event ended with ''grudge races''. Source: www.odt.co.nz

Final: Barrett Jackson Las Vegas - MotorTrend Magazine (blog)

A year ago, when the Barrett-Jackson folks decided to stage a collector-car auction in Vegas in late October, they had no idea they'd be staring down the eye of a financial tornado. In the shadow of what appeared to be massively bad timing, B-J queued up more than 500 cars for a trip across the block at the Mandalay Bay Resort, Casino, and Events Center last weekend. And classic-car enthusiasts around the world were. Make no mistake: Prices have relaxed to pre 2006-2007 frenzy levels -- not just at this or any single sale, but the market as a whole. Rampant price increases often attract speculators and keep away real enthusiasts -- not my preferred scenario. Some prices may yet fall further, as much uncertainty remains about the prospects for 2009. But the Big Crash that some were predicting. Barrett-Jackson didn't have any million-dollar babies to sell, but it mattered little. interested in (generally) real cars for (generally) real people at (generally) real prices, you would have been a happy camper in Vegas. But the other 90% walked away happy. Muscle Is King -- Barrett-Jackson continues to make its name in hawking American muscle. While there are always splashings of variety, this was a muscle- and ponycar sale. I can't remember ever seeing more '69 Camaros for sale at one place at one time. Source: blogs.motortrend.com

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• 1969 Ford F100 351 Cleveland

  Rating is available when the video has been rented.

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  Published on Mar 25, 2012

  This is my 93,000 original mile '69 F100 that spent 27 years abandoned in a barn. I yanked the tired 240 six and 3 on the tree and installed a built 351C and TopLoader 4 speed. The exhaust is all homebuilt using 2.5" stainless steel mandrel bends, stainless X-pipe, and stainless Magnapack mufflers. I freshened the interior, put some wider wheels, a 2" front 4" rear drop, power steering, power brakes, swaybars, and all poly bushings. Except for the wheels, the paint is 100% original!

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• Ford F-Series sixth generation - Wikipedia, the free ...

  Main article: Ford F-Series

  

  This article has multiple issues. Please help improve it or discuss these issues on the talk page. This article relies largely or entirely upon a single source. Relevant discussion may be found on the talk page. Please help improve this article by introducing citations to additional sources. (March 2014) This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (March 2014) Some or all of this article's listed sources may not be reliable. Please help this article by looking for better, more reliable sources, or by checking whether the references meet the criteria for reliable sources. Unreliable citations may be challenged or deleted. (March 2014) Sixth generation Overview Manufacturer Ford Production 1973–1979 Assembly Dearborn, Michigan, USAEdison, New Jersey, USAKansas City, Missouri, USALouisville, Kentucky, USANorfolk, Virginia, USASan Jose, California, USASt. Paul, Minnesota, USAWayne, Michigan, USACuautitlan, MexicoGeneral Pacheco, Argentina (Ford Argentina)Oakville, Ontario, Canada (Oakville Assembly) Body and chassis Class Full-size pickup truck Body style 2 to 4 door pickup Layout Front engine, rear-wheel / four-wheel drive Related Ford BroncoFord B-Series Powertrain Engine 240 CID (3.9 L) I6300 CID (4.9 L) I6360 CID (5.9 L) FE V8390 CID (6.4 L) FE V8460 CID (7.5 L) 385 V8351 CID (5.8 L) 351M V8400 CID (6.6 L) 335 V8203 CID (3.3L) Perkins 4.203 4-cylinder Diesel (an option exclusive for the Argentinian-assembled F-100) Chronology Predecessor Ford F-Series fifth generation (1967–1972) Successor Ford F-Series seventh generation (1980–1986)

  The sixth generation of the Ford F-Series is a line of pickup trucks and medium-duty commercial trucks that were produced by Ford from 1973 to 1979. These were the last generation of trucks to use the F-Series chassis introduced in 1965. After a decade as a compact SUV, the Bronco was redesigned as a shortened version of the F-Series. This generation also marks the introduction of the F-150, which today is the most popular model.

  This generation is noted for the body panels' durability as Ford used extensive amounts of galvanized sheet metal to fight corrosion. In 1976, the F-Series became the best-selling trucks in America, a position it has continued to hold ever since.

  Contents

  1 Design history 1.1 1973-1975 1.2 1976-1977 1.3 1978-1979 2 Models 3 Trim 4 Powertrain 5 Australian production 5.1 1973-1975 5.2 1976-1977 5.3 1978-1979 6 Ford Bronco 7 Medium-Duty 8 Appearances in media 9 References Design history[edit] 1973-1975[edit] 1973–1975 Ford F-100 XLT

  In 1973, a new model was offered — the F-350 SRW (single rear wheel) pickup. These were new heavy-duty pickups made with contractors and camping enthusiasts in mind. They rode on longer-wheelbase chassises but were the same overall length as an F-100 or F-250 pickup. Ordering the Camper Special package for the F-350 SRW made it a "Super Camper Special", which was designed for the much heavier slide-in campers coming on the market at that time.

  For 1974, the F-Series became available in an extended cab for the first time. Dubbed as the "SuperCab", it offered the six-passenger seating of the crew cab in a slightly shorter length. For 1975, the F-150 was introduced; as part of an effort to circumvent upcoming emissions requirements, this truck was designed with a heavier maximum payload (2,275 lb (1,032 kg) when properly equipped) than the F-100. With the half-ton F-100 still in production, the new F-150 was referred to as the "heavy half-ton".

  1976-1977[edit]

  In 1975 (1976 model year), this familiar "split-grille" design was facelifted slightly to feature black accents around the headlights and a refined appearance overall.

  1977 models received a redesign of exterior trim, with the cowl insignias made smaller and moved near the windshield. It also would be the last year of the medium-duty F-500.

  1978-1979[edit]

  For 1978, the appearance of the F-Series changed the most since 1972, when the split grille was overhauled in favor of a single-piece grille insert design. Much larger than before, the grille no longer incorporated the headlights or the turn signals. The headlights were placed in housings beside the grille, and the park/turn signal lamps were now placed below them. Additionally, a new chrome-plated letter set reading "F O R D" could now be seen on the hood immediately above the grille. In 1977 (1978 models), the round headlight design was retained for the Custom trim level. A luxury "Lariat" trim was also introduced for 1978; Ranger, Ranger XLT, and Ranger Lariat trim levels incorporated rectangular headlights with optional chrome headlight doors and the chrome grille insert. For 1979, round headlights were completely replaced by rectangular ones and the surrounding grille insert that framed the headlights was now available in either black, or chrome to match that of the aluminum grille frame.

  Also new for 1978 was the addition of a four-wheel drive supercab in either part- or full-time four-wheel drive. Full-time four-wheel drive utilized a chain driven np203 transfer case whereas the part-time four-wheel drive was equipped with a gear driven np205. The np203 shift pattern was (from farthest forward position to farthest back position) "Lock, Low, Neutral, High, Lock". The np205 shift pattern was (from farthest forward position to farthest back position) "4 Low, Neutral, 2 High, 4 High". 1979 was the first year a four wheel drive f350 supercab was offered.

  F100 F101 F102 F103 F104 F105 F106 F107 F108 F109 F10N: 1/2 ton (4,550–5,700 GVWR max) F110 F111 F112 F113 : 1/2 ton (4×4)(5,250–6,500 GVWR max) F150 F151 : "heavy" 1/2 ton (6,050–6,200 GVWR max(6,050–6,500 GVWR max) F250 F251 F252 F253 F254 F255 F256 F257 F258 F259: 3/4 ton (6,200–8,100 GVWR max) F260 F261 F262 F263 F264 F265 F266: 3/4 ton (4×4) (6,500–8,400 GVWR max) F350 F350 F351 F352 F353 F354 F355 F356 F357 F358 F359 F35P: 1 ton (6,000–10,000 GVWR max) F-360: 1 ton (4×4) (8,550 GVWR max)

  The GVWR ratings for these trucks was tied to a combination of wheel, spring, axle and brake combinations. The series code on the ID tag denotes which model and from that it can be determined what weight rating each vehicle has. 4×4 trucks can also be identified by the Vehicle Identification Number and on the ID plate as a serial number. For example, F10 is an F-100 2-wheel drive, but F11 is an F-100 4×4, and so on. Serial numbers beginning with an "X" are SuperCab models.

  Custom Ranger Ranger XLT Lariat (1978-1979)

  An optional "Explorer" trim package was available with the "Ranger" trim level.

  Powertrain[edit] Engine Years Power (SAE net) Notes 240 CID Straight-6 1973–76 1973-1974 in Australian market also 250 CID Straight-6 1974–79 Australian market only 300 CID Straight-6 1973–79 117 hp (87 kW) 1973-1974 in Australian market also 302 CID Windsor V8 1973–79 130 hp (97 kW) 302 CID Cleveland V8 1974–79 Australian market only 351 CID Cleveland V8 1978–79 Australian market only 360 CID FE V8 1973–76 143 hp (107 kW) 390 CID FE V8 1973–76 161 hp (120 kW) 1975 390-4V, also available as 2V 460 CID 385 V8 1973–79 200–239 hp (150–162 kW) 351 CID 351M V8 1977–79 156 hp (116 kW) 400 CID 400 V8 1977–79 169 hp (126 kW) Australian production[edit] 1978–79 Ford F100 Custom XLT, with right-hand drive in Australia

  Ford Australia assembled right-hand drive sixth generation F-Series that were fitted with a lineup of locally sourced engines.

  1973-1975[edit]

  Initially they were available with US sourced 240 and 300 CID Straight-6 engines. From August 1974 the 240 CID engine was replaced with locally sourced 250 CID Straight-6 and the 300 CID was replaced by the locally sourced 302 Cleveland V-8 engines. The 302 Cleveland was a destroked 351 Cleveland built using tooling exported to Australia after the closure of the Cleveland production line.

  1976-1977[edit]

  The 250CID Straight-6 was upgraded with a new crossflow head and rebadged as the 4.1 litre, increasing power and lowering emissions to meet new legislation being introduced.

  1978-1979[edit]

  In 1978, the 351 Cleveland V-8 replaced the 302 Cleveland in the F-250 and F-350. The 302 Cleveland continued alongside the 351 Cleveland in the F-100. The 4.1 litre continued to be sold across the range. In 1979, the F-250 and F-350 had an automatic gearbox as an option for the first time in Australia.

  Ford Bronco[edit] Main article: Ford Bronco 1978-1979 Ford Bronco (modified)

  Starting in 1978, Ford redesigned their Ford Bronco and based it upon the F-150. The Bronco was now nearly identical to the F-150 with the addition of a removable camper shell. The new Bronco incorporated design characteristics which eliminated leaky roofs and body flex associated with other full size removable top utility vehicles of the era. This allowed Ford to compete better with the Chevrolet Blazer by offering a larger and more luxurious SUV while minimizing production costs since many (especially the most complex and expensive) parts were shared with the F-series trucks. The Bronco was only offered with the 351M and 400 V8 engines.

  Medium-Duty[edit] 1976 Ford F600 Custom Cab in use as a fire pumper

  Largely unchanged since 1967, medium duty-trucks saw little change during the 1970s. Post-1973 models are most easily distinguished by their larger headlight surrounds in the grille in comparison to 1967-1972 models. In 1977, a 370 cubic-inch version of the 460 V8 replaced the previous FE engines. Shared with the L-Series trucks, the Caterpillar 3208 V8 became an option in F700 and F800 models; diesel-powered trucks were distinguished by an extra "0" (i.e., F-7000/F-8000). The lowest-GVWR F-500 was discontinued after 1977.

  Appearances in media[edit]

  The television series Arrested Development prominently features the Bluth family driving a 1978 (mostly) Ford F-350 airport stair car after they had to sell the company jet and the new owners didn't want it. The stair car is featured in many gags throughout the show, including an inmate trying to use the stairs to escape over the fence when the Bluths visit their dad, who was incarcerated in prison. A mid-1980s model F-350, and a 1967-72 F-350 updated with a late '70s grille have also been used. The stair car was also used by Netflix in public appearances to promote Arrested Development's 2013 resurrection.[1]

  References[edit] ^ http://931jackfm.cbslocal.com/2013/05/17/arrested-development-stair-car-on-display-at-the-grove-today-in-la/ Currentproductionmodels Cars B-MAX C-MAX/Grand C-MAX Falcon Fiesta Figo Fusion/Mondeo Focus Ka Mustang Taurus SHO Police Interceptor Sedan Pickup Trucks F-Series Ranger Super Duty Transit SUVs/Crossovers EcoSport Edge Escape/Kuga Expedition & Expedition EL/Max Explorer/Police Interceptor Utility Everest / Endeavour Flex Territory Vans E-Series Econovan Galaxy S-MAX Tourneo/Transit Commercial Trucks Cargo Super Duty F-350/F-450/F-550 F-650/F-750 Formerproductionmodels(by date ofintroduction) Other Bestselling models Concept vehicles List of Mercury vehicles List of Lincoln vehicles Tractors Trucks Category Commons Ford F-Series production models and variants Ford F-Series generations

  Pickup Trucks(½–1 ton)

  First generation (1948–1952) Second generation (1953–1956) Third generation (1957–1960) Fourth generation (1961–1966) Fifth generation (1967–1972) Sixth generation (1973–1979) Seventh generation (1980–1986) Eighth generation (1987–1991) Ninth generation (1992–1996) Tenth generation (1997–2003) Eleventh generation (2004–2008) Twelfth generation (2009–2014) Thirteenth generation (2015–)

  Super Duty (¾–1½ ton)

  First generation (1999–2007) Second generation (2008–2010) Third generation (2011–)

  Medium-Duty Trucks(Class 5–7 Trucks)

  F-Series "Big Job" (1951–1953, 1954–1957) F-Series "Super Duty/Extra Heavy Duty" (1958–1962) F-Series Medium Duty (1967–1979) F-Series Medium Duty (1980–1998) F-Series Super Duty (F-450/F-550; 1999–) F-Series Medium Duty (F-650/750; 2000–) Related models Ford Bronco Ford Expedition Ford Excursion Ford Super Duty Lincoln Blackwood Lincoln Mark LT Lincoln Navigator SVT Lightning SVT Raptor Related articles Ford Atlas (2013) Ford F-250 Super Chief (2006) Ford B-Series Hennessey VelociRaptor SUV Hennessey VolociRaptor600 Mercury M-Series Plasan/Oshkosh Sand Cat Knight XV Lenco BearCat TAV Gurkha Category Commons WikiBooks WikiNews « previous — Ford Motor Company light truck timeline, North American market, 1946–1979 — next » Type 1940s 1950s 1960s 1970s 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 SUV Bronco Bronco Coupé utility Ranchero Ranchero Ranchero Ranchero Ranchero Ranchero Ranchero Compact pickup Courier Courier Full-size pickup Standard/Deluxe F-Series F-Series F-Series F-Series F-Series F-Series Van Econoline Econoline Econoline / Club Wagon

  

  

• Ford 335 engine - Wikipedia, the free encyclopedia

  Ford 335 V8 Overview Manufacturer Ford Motor Company Also called Ford Cleveland V8 Production 1970–1982 Combustion chamber Configuration 90° OHV small-block V84.380" bore spacing Displacement 302 in3 (5 L)351 in3 (5.8 L)400 in3 (6.6 L) Cylinder bore 4.0 in (102 mm) Piston stroke 3.0 in (76 mm)3.5 in (89 mm)4.0 in (102 mm) Cylinder block alloy Cast Iron

  Deck Height:9.206" (302C, 351C)10.297" (351M, 400)

  Cylinder head alloy Cast Iron Valvetrain Overhead valveCast iron cam, Flat tappet Chronology Predecessor Ford FE V8Ford Windsor V8 Successor Ford Windsor V8

  The Ford 335 engine family were a group of small-block V8 engines built by the Ford Motor Company between 1970 and 1982. The significance of the Numerals '335' designated to this series of Ford V8 engines came from Ford management who dictated 335 cu in be the minimum capacity with room for expansion during its development.[1]

  The series was nicknamed Cleveland after the Cleveland, Ohio engine plant in which most of these engines were manufactured, a plant complex in Brookpark, Ohio that included a gray iron foundry (casting plant), a stamping plant, and an engine assembly plant. As newer automobile engines began incorporating aluminum blocks, Ford eventually closed the casting plant in May 2012.[2] The 335 series engines were used in mid-sized and full-sized cars, as well as light trucks, at times concurrently with the larger member of the Windsor small-block family, the 351 Windsor. These engines were also used as a replacement for the FE V8 family in both the car and truck lines. The 335 series V8 engines, only outliving the FE by a half-decade, were eventually abandoned in favor of the more compact Windsor V8 engines.

  Contents

  1 Overview 1.1 Comparison to Ford Windsor V8 1.1.1 Oil system differences 1.2 Cylinder heads 2 351 Cleveland 2.1 History 2.2 H-code 2.3 M-code 2.4 1971 R-code (Boss 351) 2.5 1972 R-code (351 HO) 2.6 Q-code (Cobra-Jet) 2.7 Replacement 2.8 351C Engine specifications chart 3 400 and 351M 3.1 400 3.2 351M 3.3 Light truck usage 3.4 Block Cracking Problems 3.5 351M/400 naming convention confusion 3.6 Replacement 4 302 and 351 Cleveland (Australia) 4.1 History 4.2 302 Cleveland 4.3 351 Cleveland 5 See also 6 External links Overview[edit]

  The 335 series V8 engines were introduced in late 1969 as the 351C. In the third quarter of 1970, the 400 was introduced to the passenger car lines, while the 351M replaced the 351C for the 1975 model year.[3] Ford of Australia built the 351C engine beginning in November 1971, which was very similar to the American counterpart. Alongside the 351C, the 302C engine was produced which was exclusive to the Australian market.[1] The 335 series V8's were overhead valve pushrod V8 engines that used a short skirt engine block. This family of engines incorporated elements learned on the 385 big-block series, particularly the poly-angle combustion chambers with canted valves, and thin-wall casting technology. All 335 series V8's all had free breathing large port canted valve heads with a rugged engine block.[4] The 335 engines use large main-bearing caps, with 4-bolt attachment on some versions of the engines. All 335 series engines are cast with provisions for 4-bolt main bearing caps to be added through modification.[4]

  The longer stroke of the 400 V8 required a taller deck height and it used larger main bearings as compared to the 351C. This was similar to the changes required to make a 302 Windsor to the 351 Windsor.[3] As a result, this engine family has two block deck heights, a low deck 9.206 in (234 mm) and a tall deck 10.297 in (262 mm).

  Comparison to Ford Windsor V8[edit]

  All 335 Series V8s shared the same 4.38 in (111 mm) bore spacing and cylinder head bolt pattern as the Ford Windsor V8 engines. Beyond these shared aspects, the 335 Series engines are very different internally from the somewhat similar-looking Windsor series. The 335 series V8's use smaller 14mm spark plugs and the radiator hose locations differ between the Windsor and 335 engines. The Windsor engines route coolant through the intake manifold, with the hose protruding horizontally, while the 335 engines had a dry manifold with the radiator hose connecting vertically to the cylinder block above the cam timing chain cover. The Cleveland has a square-shaped rocker cover while the Windsor has a more rounded cover. All 335 covers are secured with 8 bolts; the Windsor uses 6 bolts. All of the 335 series engines differ from the Windsor engines by having approximately 2" extension at the front of the block which forms an integrated timing cover casting.

  Oil system differences[edit]

  As a method to reduce production costs, Ford eliminated one of the main oil galleys from the block casting, resulting in the 335 series to have two galleys versus the Windsor family's three galleys.[5] The result was an oil system very similar to the 385 series V8 engines. The two main oil galleys in the 335 series engine run along the lifter bores. Oil is fed from the filter to the number one main bearing followed by the number one cam bearing above. At the same time, it also feeds the right hand oil galley, feeding the right side lifter bank. The lifter bank has four galleys that lead to each of the remaining main bearings. After the oil feeds the main bearings it feeds each corresponding camshaft bearing above. At the rear-most main bearing the oil goes into the other galley which feeds the left lifter bank.[1][6] This system has proven to be adequate for street engines but can fall short in high-rev race usage without modification.[5]

  

  Cleveland block                         VS

  

  Windsor Block

  Cylinder heads[edit]

  The cylinder head design for the 335 series engines is its most definitive aspect. All cylinder heads were two valve heads, that use large ports with poly-angle or 'canted' valves.[4] This resulted in the intake and exhaust valves being at separate angles. Canting the valves allowed for very large valves to be installed, while reducing the port length and minimizing sharp turns within the port.[7] The end result was a cylinder head that had valves and ports much larger and freer flowing than the Ford Windsor V8's, and in some cases larger than some of the Ford FE and 385 Series V8s.[8] This same basic cylinder head design was used on the Ford Boss 302 engine, after it was modified to work with the Windsor engine block.[1] Most 335 series engines used stamped rocker arms with cast fulcrums that made for a non-adjustable valve train. Only the Boss 351 and 351 HO had adjustable valve train which had rocker arms mounted on screw in studs and used guide plates.[1][9]

  The 335 series engines used one of two different cylinder heads. The 4V head was used on engines equipped with a 4-barrel carburetor (4 venturi) while the 2V head was used with the engines equipped with 2-barrel carburetors (2 venturi). The 4V heads had larger ports and valves than the 2V, however, the 2V heads still had ports and valves that were significantly larger than Windsor engines.[8] The 4V head's large ports and valves were designed to promote better breathing at high RPM, while the smaller 2V ports have proven to be better for street use.[10] The cylinder heads used either an open, almost shallow hemispherical-shaped combustion chamber or a closed "quench" type combustion chamber. The closed chamber heads encloses the valves more closely, reducing the combustion chamber volume, but both combustion chambers designs have the same thermal efficiency and resistance to detonation.[7] The closed combustion chamber promotes a better swirling action of the incoming air fuel mixture which provides a low-rpm torque advantage over the open chamber. However, the open chamber cylinder heads exhibit better emissions characteristics.[1] The other significant advantage to the closed chamber heads is that less machining is required to obtain high compression ratios.[7]

  335 Series V8 Engine Cylinder Heads[8][1][4] Head Type Chamber Type Chamber Volume Intake Valve Exhaust Valve Intake Port Exhaust Port Application 2V Open 74.7 - 79.9cc 2.04" 1.65" 2.02" x 1.65" 1.84"x1.38" 351C-2V, 351M, 400 4V Closed 61.3 - 64.3cc 2.19" 1.71" 2.50" x 1.75" 2.00"x1.74" 1970-71 351C-4V Boss 351 Closed 64.6 - 67.6cc 2.19" 1.71" 2.50" x 1.75" 2.00"x1.74" 1971 Boss 351 351C-CJ Open 73.9 - 76.9cc 2.19" 1.71" 2.50" x 1.75" 2.00"x1.74" 1971-72 351C-CJ 351C-CJ Open 73.9 - 76.9cc 2.04" 1.65" 2.50" x 1.75" 2.00"x1.74" 1973-74 351C-CJ 351C HO Open 73.9 - 76.9cc 2.19" 1.71" 2.50" x 1.75" 2.00"x1.74" 1972 351C HO Australian 302C Closed 56.4 - 59.4cc 2.04" 1.65" 2.02" x 1.65" 1.84"x1.38" 302C 351 Cleveland[edit] History[edit]

  Production of the 351 Windsor V8 engine began for the 1969 model year in the Windsor Engine Plant #1. Ford sales and Marketing forecast that the demand for this engine would exceed the plant's production capability, and it was decided the additional production would begin at the Cleveland engine plant. At this time it was also decided to upgrade the engine to a higher specification power plant.[1] Two cylinder head designs were developed to improve the 351W head. One cylinder head used the same basic design as the 351W, but with larger ports and valves; the other had canted intake and exhaust valves, similar to the Ford 385 Series V8. Sales, marketing and Product planning favored the canted valve design as it was viewed as more innovative.[1]

  Other changes to the engine were related to ease of manufacture and improved reliability. This led to elimination of coolant flowing through the intake manifold to prevent unnecessary heat transfer. To perform this change, the front of the engine block was extended to include provisions for the coolant to flow through a cross over in the block. This extension also acted as an integrated timing chain housing. 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.[1] These changes resulted in a bigger and heavier engine block than the Windsor V8s. The 351 Cleveland was not an all-new design but a development of the 351W into a higher performance variation.[1]

  The 351 Cleveland was introduced in 1969 for the 1970 model year. Its actual displacement was 351.9 cubic inches (5,766 cc). A 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) version were built. The 351C-4V was marketed as a high performance engine, featuring large valves, ports and a closed "quench" combustion chamber. Later versions of the 351C with 4V heads would continue to use the large ports and valves but would switch to open chamber heads in an effort to reduce engine emissions. The 351C-2V was not marketed as a high performance engine. It used the 2V cylinder heads with smaller valves, smaller ports, and open combustion chambers to produce a more economical engine that produced greater low-RPM torque.[4] Only the Q-code 351 "Cobra Jet" (1971–1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains bearing caps.[4]

  H-code[edit] 1973 H-code 2V 351 Cleveland

  The H-code 351 Cleveland engines are 2-barrel (2-venturi carburetor) 351Cs with lower compression. Compression ratio ranged from 9.5:1 in 1970 to 8.0:1 in 1973 and 1974 and all years ran on regular grade fuel. All H-code 351's were equipped with a cast-iron crankshaft, 2-bolt main bearing caps, forged-steel connecting rods, cast-aluminum pistons, non-adjustable valvetrain and cast-iron intake and exhaust manifolds.[3] All H-code 351 Cleveland engines used the 2V heads with smaller ports and had open combustion chambers.[1] These engines were produced from 1970 through 1974 and were used on a variety of Ford models, from pony car to full size.[3] The 351W with a 2bbl carburetor was also produced during this time with the same horsepower rating but Ford used the "H-code" to describe both engines.[11]

  M-code[edit]

  The M-code was a high compression, high-performance variation of the 351C, produced in 1970 and 1971. The M-code engines used the large port 4V heads with a closed "quench" combustion chamber and large valves.[3] These engines also included cast aluminum flat top pistons, stiffer valve springs, a high performance hydraulic camshaft, and a squarebore Autolite 4300-A carburetor.[1] The 1970 engines were 11.0:1 compression and produced 300 bhp (224 kW; 304 PS) at 5400 rpm, while 1971 versions had a slightly lower compression ratio of 10.7:1, and produced 285 bhp (213 kW; 289 PS) at 5400 rpm.[3] The M-code 351C required premium fuel and was available in the 1970-71 Ford Torino, Mercury Montego, Ford Mustang and Mercury Cougar.[11][12]

  1971 R-code (Boss 351)[edit]

  The Boss 351 was the most potent high-performance variant of the 351C available only in the 1971 Boss 351 Mustang. Rated at 330 bhp (246 kW), it was fitted with a four-barrel Autolite model 4300-D spreadbore carburetor, an aluminum intake manifold, solid lifters, dual-point distributor, a 6 quart oil pan and cast aluminum valve covers.[13][1]Forged domed pistons gave an 11.3:1 nominal (11.1:1 advertised) compression ratio which made premium fuel necessary.[14][12] It had four-bolt main bearing caps selected for hardness and a premium cast iron crankshaft selected for hardness (90% nodularity).[1] The cylinder head was modified for better airflow, used screw-in studs with adjustable rocker arms and except for the water passages were basically the same heads used on the Boss 302.[3] The valvetrain used hardened and ground push rods with guide plates, and single grove-hardened valve split locks. [1] The forged connecting rods were shot-peened and magnafluxed for strength, and used improved durability 180,000 PSI 3/8" nuts and bolts.[1] The R-code Boss 351 Mustang was only installed in the 1971 Boss 351 Ford Mustang and it came equipped with Ram Air induction. Ford manufactured 1,806 Boss 351 Mustangs in 1971, 591 of which are registered and accounted for on the Boss 351 Registry site.[15]

  The January 2010 issue of Hot Rod Magazine reported a project in which a Boss 351 was assembled to the exact internal specifications of an original motor, but fitted with open, long tube, 1-3/4" Hooker headers (vs. the stock cast iron manifolds), a facility water pump, a 750 Holley Street HP-series carburetor (vs. the stock 715 CFM Autolite unit), and minus the factory air filter assembly, engine accessories, or factory exhaust system. In that mildly modified state, it produced 383 hp (286 kW) Gross HP at 6,100 rpm, and 391 lb·ft (530 N·m) torque (gross) at 4,000 rpm.[16] A measurement of SAE net horsepower would be significantly lower, and represents a more realistic as-installed configuration with all engine accessories, air cleaner assembly, and automobile exhaust system.

  1972 R-code (351 HO)[edit]

  The 351C HO "R-code" had a number of changes to help meet emission standards for 1972 compared to the 1971 Boss 351 "R-Code". The camshaft had less duration but more valve lift while the mechanical lifters remained unchanged.[1] The forged pistons were changed to flat top style and the heads to open chamber heads but retained the same large ports, valves and adjustable valve train used in 1971.[3] This resulted in a compression ratio decreased to 9.2:1 while the cleaner burning open chamber heads helped meet the new emissions regulations.[1] The Ram Air option was no longer available. The engine otherwise remained unchanged from 1971. This engine produced 275 hp (205 kW) using the more realistic SAE net system and was only available in the 1972 Ford Mustang.[3]

  Q-code (Cobra-Jet)[edit]

  The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a lower-compression design that included open-chamber "4V" heads.[3] The open-chamber heads exhibited superior emissions characteristics and were required to meet the more stringent emissions standards for 1972 and beyond.[1] The "351 Cobra Jet" high performance engine that included a different intake manifold, hi-lift long-duration camshaft with hydraulic valve lifters, different valve springs and dampers, a 750 CFM spread-bore 4300-D Motorcraft carburetor, dual-point distributor (with 4-speed manual transmissions only), and 4-bolt main bearing caps. These engines also featured induction-hardened exhaust seats for use with low-lead and unleaded gasoline.[3] This engine was different from the 1970-71 M-code 351C having a more aggressive camshaft, a spread-bore carburetor, a 4-bolt block[14] and the lower compression allowed regular fuel to be used.[17] It was rated at 280 bhp (209 kW; 284 PS) for all 1971 applications. For the 1972 model year, the only change to the engine was a retarding the camshaft events by 4 degrees.[1] The engine was rated at 266 hp (198 kW) (SAE net) for 1972 when installed in the Mustang, and 248 hp (185 kW) in the Ford Torino and Mercury Montego.[3] 1973 saw an increase in the combustion chamber size and the use of smaller valves,[1] which reduced horsepower to 246 hp (183 kW) for the 4-barrel for the intermediate Fords, and but it still retained the higher 266 hp (198 kW) rating in the Mustang.[3] The 351 CJ (now referred to as the "351 4V") was rated at 255 hp (190 kW) in 1974 and was only installed in the Ford Ranchero, Ford Torino, Mercury Montego and the Mercury Cougar.[13]

  Replacement[edit]

  Production of the 351C ended at the end of the 1974 model year. The engine was replaced by the 351M for the 1975 model year. This new variation used the same bore and stroke dimensions of the 351C but used the tall deck block from the 400 V8 engine.

  351C Engine specifications chart[edit] 351 Cleveland engines[1] Code Engine type Years Compression Combustion Chamber Camshaft Duration Camshaft Lift Tappets Main Bearing Caps Notes H 351C-2V 1970–1974 Low Open Chamber 258° I/266° E 32° overlap 0.400" I/0.406" E Hydraulic 2-bolt M 351C-4V 1970–1971 High Closed Chamber 266° I/ 270° E 34° overlap 0.427" I/0.427" E Hydraulic 2-bolt R 351C-4V "Boss 351" 1971 High Closed Chamber 290° I/ 290° E 58° overlap 0.467" I/0.477 E Mechanical 4-bolt Rare R 351C-4V HO 1972 Low Open Chamber 275° I/ 275° E 35° overlap 0.491" I/0.491" E Mechanical 4-bolt Very rare[13][18] Q 351C-4V "Cobra-Jet" May 1971 – 1974 Low Open chamber 270° I/ 290° E 48° overlap 0.480" I/0.488" E Hydraulic 4-bolt cam timing retard 4° in 1972, compression reduced in 1973 400 and 351M[edit] 400[edit]

  By 1970 the 390 V8 FE engine was becoming outdated. With pending emission requirements, a more modern replacement was needed. Although the big-block 385 family was used to replace the larger displacement 428 V8 FE engine, this engine family had nothing comparable in size to the 390 V8. For the 1971 model year, Ford introduced the 400 V8 engine as a replacement for the 390 V8.[19][3] Ford billed the 400 as the 351C's big brother. It was designed to provide brisk acceleration in medium to heavy weight vehicles in an engine package that was smaller and lighter than the FE V8 Engines and the 385 Series Ford V8's.[20]

  The Ford 400 engine was based on the 351 Cleveland. It had a half-inch (12.7 mm) longer stroke than the 351 Cleveland, making it the longest-stroke Ford pushrod V8 engine. The 400 had "square" proportions, with a 4.0 in (102 mm) bore and stroke. Ford called the engine 400 cu in but it actually displaced 402 cu in (6.6 L), making it the largest displacement small-block V8 made at that time. The longer stroke required Ford to increase the block deck height to 10.297 inches compared to the 351C's 9.206 inches.[3] As a result the 400 used longer connecting rods than the 351C, but it retained the same connecting rod-to-stroke ratio as the 351C.[1] The 400 featured larger 3.00 inch main-bearing journals, the same size as those used in the 351 Windsor, but rod journals were the same size as the 351C.[3] The cylinder heads for the 400 were the same as those used on the 351C-2V, having the open combustion chamber with smaller 2V sized ports and valves. The 400 was only ever produced with a 2-barrel carburetor, a cast-iron intake manifold, and the smaller port 2V cylinder heads.[21][3]

  The 400 was designed as a high torque, low RPM engine that was a smaller, more efficient and lighter alternative for the big Ford 385 engines, the 429 and 460, for use in Ford's medium and large size cars. Weighing just 80% of a similar big-block,[22] it was originally available in Ford's Custom, Galaxie and LTD lines, and in Mercury Monterey, Marquis, and Brougham for the 1971 model year. For 1972, it was also available in the Ford Torino, Mercury Montego and its variations through 1979. By the late 1970s it was also available in the Ford Thunderbird Ford F-series pickup trucks, the Lincoln Continental, and Mark V.

  Unlike the 351C, almost all 400 blocks used the large bellhousing bolt pattern used by the 385 family big-block and were typically equipped with the higher torque-capacity C6 transmission. There were a small number of 400 block castings produced in 1973 with the dual bellhousing patterns. It had the large bellhousing and the small bellhousing bolt pattern used by the Windsor V8 family and the 351C, though it was not necessarily drilled for both. These particular blocks have been dubbed the "400 FMX" by enthusiasts, though were never officially referenced as such by Ford.[23] Most 400's also had unique engine mount bolt pattern but these 400 FMX blocks had provisions for both 351C-style and 400/351M engine mounts.[24] For 1972, the compression was reduced through the use of dished pistons. The compression reduced again for 1973 and a new timing set retarded the camshaft timing 6° to aid with reducing emissions.[21] Changes to the cylinder heads for 1975 to add the Thermactor emission system caused the exhaust port to be more restrictive than the earlier 1971-74 heads.[21] The 400 was retuned by Ford in 1975 to use unleaded gasoline with the addition of catalytic converters to the exhaust system.

  The development of the 400 V8 led to a significant design flaw that remained with the engine throughout its production life. With a longer stroke, the compression ratio became excessively high with the 351-2V heads and flat top pistons. Ford engineers reduced the compression ratio by using a piston with a compression height that was too short and this lead to an excessive deck clearance of 0.067" compared to a 351-2V at 0.035" .[20][25] In 1971, this method of reducing compression was sufficient due to the higher octane leaded fuels. However, once lower octane unleaded fuels became used the excessive deck clearance lead to problems with detonation. For 1975, Ford dealt with this problem by decreasing the compression ratio further with a larger 15cc piston dish and reducing ignition timing. However the 400 V8 obtained a reputation for being prone to detonation.[20] Although Ford did not make a piston to correct this, TMeyer Inc worked with Keith Black pistons to make a 400 piston that increases the compression ratio and gives the piston a "zero deck" deck clearance.[26]

  351M[edit] Engine dimensions[1] 351C 400 351M Nominal main bearing size 2.750 in (69.8 mm) 3.000 in (76.2 mm) 3.000 in (76.2 mm) Rod length 5.78 in (146.8 mm) 6.58 in (167.1 mm) 6.58 in (167.1 mm) Rod-to-Stroke Ratio 1.65:1 1.65:1 1.88:1 Deck height 9.206 in (233.8 mm) 10.297 in (261.5 mm) 10.297 in (261.5 mm)

  When the 351 Cleveland was discontinued after the 1974 model year, Ford needed another engine in that size range, since production of the 351 Windsor was not sufficient. Ford took the 400 engine's tall-deck block and de-stroked it with a shorter 3.5 in (89 mm) stroke crankshaft to produce a 351 cubic inch (5.8 L) engine. This crankshaft was not the same as a 351C, in that it used the larger 3.0 in (76 mm) main bearing journals of the 400 V8.[3] To compensate for the shorter stroke the pistons for the 351M have a taller compression height, so that it could use the same connecting rods as the 400. The result of the 351M using the longer 400 connecting rod was a poorer connecting rod-to-stroke ratio than the 351C and 400.[1] Other than pistons and crankshaft the 351M shared all of its major components with the 400, and it also used the large 385 Series style bellhousing. The 351M was only ever equipped with a 2-barrel carburetor and open chamber small port 2V cylinder heads.[21]

  351M production began for the 1975 model year and blocks were cast in the Michigan Casting Center or the Cleveland Foundry. The 351M, was the last pushrod V8 block designed by Ford.[27]

  Light truck usage[edit]

  For the 1977 model year, Ford replaced its FE big-block 360 and 390 engines in its light truck line with its new 351M and 400 engines. For light-truck use, a manual transmission could be ordered for the first time with these engines. As a result the block was strengthened in the main bearing supports, in particular the #3 support to better handle the loads imparted by the clutch. The truck engines had unique parts including pistons for different compression ratios from the car engines, truck specific intake and exhaust manifolds, camshaft with more lift, and timing set that did not retard the camshaft timing. The strengthened engine block was introduced to the Ford cars for the 1978 model year.[20]

  Block Cracking Problems[edit]

  The 400 V8's for the model years 1971–72 were either cast in the Dearborn Iron Foundry or the Cleveland Foundry. Those built for model years 1973–79 were either cast in the Cleveland Foundry or the Michigan Casting Center.[21] The 351M introduced in 1975 shared the same block as the 400. The 351M and 400 blocks cast at the Michigan Casting Center prior to March 2, 1977 experienced water jacket cracking problems above the lifter bores. The cracking was caused by an internal coring problem when the blocks were cast. The result was horizontal cracks approximately 1" above the lifter bore.[25] After March 2, 1977 the blocks cast at Michigan Casting Center did not have problems with cracking.

  351M/400 naming convention confusion[edit]

  There exists debate as to what Ford intended the "M" designation of the 351M to refer to. Some claim the "M" stands for “Modified” - being modified from a 400 V8 with a shortened stroke - though others claim that the "M" refers to the Michigan Casting Center, where the 351M began production. There is also some who say that the "M" designation has no official meaning, and it was just Ford's way of distinguishing the 351M for the 351C and 351W.[28]

  Likewise, Ford's use of the 400 block in the creation of the 351M engine has resulted in the 400 mistakenly being referred to as the "400M" or "400 Modified." This is despite the 400 having been the design basis from which the "modified" 351M was derived and it was in production several years before Ford used the "M" designation. Further confusion arises from Ford printing "351M/400" on the emission stickers for the engine. The "351M/400" referenced the engine family, but it may be confused as the engine name. Ford's official name for the 400 V8 contains no additional designations - the proper nomenclature is simply "400."

  Replacement[edit]

  The 351M and 400 were last offered in a Ford passenger car in 1979. They remained available in Ford light-trucks until 1982. Reduced demand for larger engines due to tightening CAFE regulations led to the abandonment of the 351M/400 and the Cleveland production line. By 1980, mid-sized V8's had disappeared from the option list for almost all Ford cars. Only the full-size panther platform Fords had anything larger than 302 ci available, and this need was filled with the 351W. With low demand for engines in the size range of the 351M/400, the 335-series V8's no longer had a need to be produced.

  In addition, there were difficulties adapting the M-block to the second generation of emissions controls. Unlike previous Ford engines, Thermactor and exhaust gas recirculation features had already been built into the 351M and 400 engine, rendering adaptation to electronic feedback fuel/air systems difficult.[29] One requirement of the second-generation equipment was an oxygen (O2) sensor in the exhaust, which had to be placed before the Thermactor air was added. Since Thermactor air was injected right into the block's exhaust ports in the M-block, there was nowhere for the O2 sensor to go.

  302 and 351 Cleveland (Australia)[edit] Note that there was also a 302 "Windsor" History[edit]

  During the 1969 Model year, Ford of Australia imported approximately 17,000 302 Windsor and 351 Windsor V8's. However, the 351 Windsor was phased out for 1970 in favor of the newer 351 Cleveland. The 351 Cleveland engines continued to be imported from the US along with the 302 Windsor V8. Both the low-performance 351C-2V and the high performance 351C-4V were imported with the vast majority of the engines being the 351C-2V. Like the US engines, the 4V versions used the closed "quench" chambered heads and used the larger ports on the cylinder heads.[1]

  In November 1971, Ford of Australia began to manufacture the 335-series V8 locally. They produced the 351C-2V engine along with a short stroke version displacing 302 cubic inches. These new locally built engines replaced the previously imported 302 Windsor and 351C from the USA. Initially, the cylinder blocks were still imported from the USA, while the remaining parts were manufactured in Australia at the Geelong Ford Foundry. In March 1972 production of the 351C-4V began in Geelong. In 1973, Ford of Australia received word of the fact the Ford of USA was stopping production of the 351 Cleveland engine after the 1974 model year. As a result, Ford of Australia placed an order for approximately 60,000 engine blocks to act as a supply until Geelong could start producing its own engine blocks. In 1975 Geelong began production of its own engine blocks which it continued until December of 1981. All engine blocks produced in Australia were the short deck 9.206" engine block. The last Australian Ford to receive a Cleveland V8 engine was a Ford XE Fairmont Ghia ESP sedan, Vehicle Identification Number JG32AR33633K built on 25 November 1982.[1] Ford Australia continued to make remnant stock of the 351C available in Bronco and F-series vehicles until August 1985. Australian-built 351 engines were also used by De Tomaso in Italy for the Pantera, Longchamp, and Deauville cars after American supplies had come to an end. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS (265 kW; 355 hp).[30]

  302 Cleveland[edit] An Australian factory-forged 302 Cleveland crankshaft in-situ. The number "302" confirms its intended displacement.

  In November 1971, Ford of Australia began to manufacture the 302 cu in (4.9 L) Cleveland engine at the Geelong engine plant alongside of the 351C. The engine remained in production until 1982 and was only produced in Australia. The 302C was considered an economy V8 and it is estimated that only ten percent of Australian Cleveland V8 production was the 302C.[1] The 302C was created by using the 351C block with a crankshaft that had a 3.0 in (76 mm) stroke while it shared the 2.75" main journal size of the 351C. The 302C had a 6.020 in (152.91 mm) connecting rod to allow it to share the same piston as the 351C. This resulted in a connecting rod-to-stroke ratio of 2.01:1, the least desirable of any of the 335 series V8s.[1] The 302C used a unique cylinder head compared to the Australian 351C to ensure an adequate compression ratio. The 302C had used the "quench" closed combustion chamber with a volume of 56.4–59.4 cc, the smallest of any 335 series engine cylinder head. This head used the small 2V ports and valves, making it the only 335 series head with the closed chambers and small 2V ports.[4]

  The combination of the closed chamber heads with the small 2V ports has caused the 302C head to be a bolt-on-performance upgrade for other 335 series V8s. Having the smallest combustion chamber of the 335 series V8s, these cylinder heads will easily boost the static compression ratio of any other 335 series V8. In addition, the small ports used on these head are more efficient for a street performance engine, than the large port 4V heads that tend to favour performance only at higher engine speeds.[31]

  351 Cleveland[edit]

  Until production of the 351 Cleveland began in Australia for 1972, the 351C was imported from the US. Both the 351-2V and 351-4V were imported and were in all respects the same as the American counterparts. In November 1971, when Ford of Australia began producing its own engines, it only produced one style of cylinder head for the 351 engine. This was the 2V head with the smaller ports and open chamber cylinder heads. In March 1972, Ford of Australia began offered a new 351-4V engine with a 4-barrel carburetor. However, these engines used the same 2V cylinder heads as the 351-2V, with a unique intake manifold.[1] No 351C built in Australia used the large port cylinder heads or closed chamber combustion chambers like the US build 351C-4V engines.

  See also[edit] Ford 385 engine List of Ford engines References[edit] ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae Hammill, Des (Sep 2011). Ford Cleveland. Dorset England: Veloce Publishing.  ^ Schoenberger, Robert (3 May 2012).

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• Ford 351 Cleveland V8 Engines - Specs and Information

  Ford 351 Cleveland V8 Engine

  The 351 Cleveland was introduced in 1969 as Ford's new performance car engine and was built through the end of the 1974 model year. It incorporated elements learned on the 385 big-block series and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.

  Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.

  Only the Q-code 351 "Cobra Jet" (1971-1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400) have space for them even in 2-bolt main form. The main difference between 351C/351M/400 engines is connecting rod length and main bearing size. The 351M/400 engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size and shorter connecting rods than the 351W and the 351M/400 while retaining the SBF engine mount locations and bell housing pattern. The 400 engine has the longest stroke of any SBF or 335 series engine.

  All of the 351C and 351M/400 engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.

  H-code

  The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. They were produced from 1970 through 1974 and were used on a variety of Ford models, from ponycar to fullsize.

  M-code

  The M-code version was produced from 1970 through 1971. Both years offered quench heads but 1970 offered a slightly higher (advertised) 11.0:1 compression ratio whereas in 1971 the chamber was opened up slightly reducing the advertised compression to 10.7:1. The 1970 4V head is identified with the proper date code casting and a "4" cast on the upper corner of the head. The 1971 4V head is identified with a "4*" (four-dot) casting at the same location. Hydraulic lifters were also specified, with the M-code producing about 300 hp (224 kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.

  1971 R-code (Boss 351)

  The 1971 R-code "Boss 351" used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. so It produced about 330 hp (246 kW).

  1972 R-code

  The R-code 351 Cleveland for 1972 was considerably different. It had reduced compression for emissions compliance and used open-chamber heads. It had a solid lifter camshaft, however a four barrel carburetor was retained. It produced 275 hp (205 kW) using the new SAE net system.

  Q-code (Cobra-Jet)

  The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a low-compression design that included open-chamber "4V" heads, a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 266 hp (198 kW) (SAE net) for 1972 when installed in the Mustang and 248 hp in the Ford Torino and Mercury Montego. The horsepower rating dropped in 1973 to 246 hp for the 4-barrel for the intermediate Fords, and still retained the higher 266 hp rating in the Mustang. The 351 CJ (now referred to simply as the "351 4V") was rated at 255 hp in 1974 and was only installed in the Ford Torino, Mercury Montego and the Mercury Cougar.

  Ford 8 Cylinder Engines

  Ford introduced the Flathead V8 in their affordable 1932 Model B, becoming a performance leader for decades. In the 1950s, Ford introduced a three-tier approach to engines, with small, mid-sized, and big block engines aimed at different markets. All of Ford's mainstream V8 engines were replaced by the overhead cam Modular family in the 1990s, however the company is expected to introduce a new larger family, the Boss/Hurricane, by the end of the decade.

  1920–1932 Lincoln 60 Degree Fork & Blade V8 — (357.8 & 384.8 cid) 1932–1953 Flathead V8 1952–1957 Lincoln Y-block — mid-sized (317/341/368), HD truck (279/302/317/332) 1954–1964 Y-block V8 — small-block Ford/Mercury/Edsel (239/256/272/292/312) 1958–1968 MEL V8 — big-block Mercury/Edsel/Lincoln (383/410/430/462) 1958–1976 FE V8 — big-block 1958–1971 Generation I (332/352/360/361/390) 1962–1973 Generation II (406/410/427/428) 1965–1968 Ford 427 side oiler 1958–1981 Super Duty truck engine — big-block (401/477/534) 1962–2000 Windsor V8 — small-block (221/255/260/289/289HP/302/351W/Boss 302) 1968–1997 385 V8 — big-block (370/429/460/514) 1970–1982 335/Cleveland V8 — mid-sized (351 Cleveland/400/351M/Boss 351) 1983–present Ford/Navistar Diesel V8 1983–1987 — 6.9 L IDI (indirect injection) 1988–1993 — 7.3 L IDI 1993–1994 — 7.3 L IDI with Turbo 1994–2003.5 — 7.3 L DI (direct injection) "Power Stroke" 2003.5–present — 6.0 L DI "Power Stroke" (Only E series vehicles currently) 2008–present — 6.4 L DI "Power Stroke" (Only F series vehicles currently) 1991–present Modular V8 —OHC 4.6/5.4 L V8 1997–present Triton V8 — truck versions of the Ford Modular V8 1996–present Jaguar AJ-V8 — small displacement DOHC V8 engine family also used by Lincoln LS and Ford Thunderbird 1996–1999 Ford Yamaha V8 — 3.4 L DOHC 60° V8 designed and produced with Yamaha Motor Corporation The 3.4L was used in the taurus SHO V-8. 2005–present Volvo V8 — 4.4 L DOHC 60° V8 produced by Yamaha Motor Company in Japan in connection with Volvo Skvode Engine plant Sweden. Cosworth DFV — DOHC 3.0 liter racing engine 2006–present AJD-V8 — DOHC 3.6 L twin-turbo Diesel 2010– Ford 4.4 Turbo Diesel — DOHC 4.4 L twin-turbo Diesel 2010– Boss/Hurricane — OHC 6.2 L V8

  Resources:

  Ford Engines- 4 Cylinder, 6 Cylinder, 8 Cylinder, 10 Cylinder, 12 Cylinder Ford Engines

  Ford V8 Engines - 8 Cylinder Engines manufactured by Ford

  Ford 351 Cleveland V8 Engines - 351 cubic inch V8 Engines manufactured by Ford

  AMC V8 Engines - From GEN-1 Nash/Hudson/Rambler V-8s (1956-1966) through to the GEN-3 AMC Tall-deck (1970-1991)

  AMC V8 hp/Torque, Compression & Bore/Stroke by year

  Ford Crate EnginesFord Crate Engines for Ford Performance engines. Also Ford Turnkey Engines, V8 Engines 5.0, 351w

  Rebuilt Ford EnginesRemanufactured Ford engine parts for Ford cars, Ford trucks and light diesel engine applications.

  Remanufactured and Rebuilt Ford Engines for Truck & MarineSupplier of Remanufactured and Rebuilt automobile Engines

  Ford Performance Crate EnginesMustang Engines, Ford Turnkey Crate Engines sold ready to run

  Ford Modular EngineThe Modular engine is Ford Motor Company's current high volume overhead camshaft V8 and V10 gasoline engine family.

  Crate Engines source for Stroker Ford, Chevy & Chrysler Short BlocksBuy Short Blocks Here! Ford, Chevy & Chrysler short blocks for Street, Strip & Marine Motors at wholesale price. Highest quality assemblies & Tech Support.

  Crate Engines, Ford Performance Engines from The Engine FactoryThe Engine Factory is the hands-on craftsmanship and pride that we take in our engines.

  Ford, GM Explore Joint EnginesGeneral Motors Corp. and Ford Motor Co. are discussing a possible collaboration  ....

  

  

• FORD-F100-F150-F250-F350-351-CLEVELAND-SHORTY-HEADERS- | eBay

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1960 Ford F100 Project (Wetumpka) $2500 1960 Ford F100, 351 Cleveland motor with automatic. Rat Rod project. Stop... http://t.co/mg7BBrPTMP 08/22/15, @Bamapages

Ford F100 Falcon LTD Mustang Cleveland V8 302 351 400 Fuel Pump Carter M6882 http://t.co/Th7Yja9xEx http://t.co/OLt9fpx3hO 08/18/15, @parracrisoforo1

Ford Falcon Fairlane F100 Cleveland 302 351 V8 Water Pump Alloy 1969-1985 GMB http://t.co/giNs2RdqmG http://t.co/Mm9MAv3HPU 08/17/15, @helviojunco

• Drag race organiser's hopes dashed after gearbox blows

  03/17/13, via Otago Daily Times

  Ford V8s are also in the blood, Donna excitedly waiting at the drag racing for the arrival of a Ford F100 pick-up with a 351 Cleveland V8 from Timaru on Saturday which she had just bought. The Oamaru Drag Racing Club hoped to run two events a year ...

• 1965 FORD F100 for sale

  03/14/15, via Classic Cars For Sale

  Up for sale in our Houston showroom is probably the best looking 1965 Ford F100 you will ever see ... The power plant consists of a 351 C.I.D Cleveland big block V8 crate engine and a 3 speed auto C6 transmission guided by a Locar shifter that has only ...

• Drag race organiser's hopes dashed after gearbox blows

  01/11/14, via Otago Daily Times

  Ford V8s are also in the blood, Donna excitedly waiting at the drag racing for the arrival of a Ford F100 pick-up with a 351 Cleveland V8 from Timaru on Saturday which she had just bought. The Oamaru Drag Racing Club hoped to run two events a year ...

• 1955 Ford F-100 - Classic Cruisers

  12/31/13, via HOT ROD

  I recently received a CD containing images of an awesome 1955 Ford F-100 that I ... The foundation for Dean's F-100 consists of a fully boxed frame fitted with a '68 Chevelle front clip and Corvette IRS. A 351 Cleveland backed by a C6 is nestled between ...

• Weekend travel

  05/25/11, via Worcester Telegram & Gazette

  Many fill-ups ago, Mr. and Mrs. Johnson set out from Otis Orchards outside of Spokane, Wash., with the F100's vintage Ford 351 “Cleveland” V-8 engine returning a relatively impressive 10 miles per gallon even while towing a 1965 Aloha camper.

• 1956 Ford F-100 Pickup - The Dream Livin’

  03/27/11, via HOT ROD

  Suntanned California girls in convertibles, peering over their sunglasses, smiling at youyeah youas you cruise past in your Baywatch red Big-Window ’56 F-100. Livin’ the ... Richard likes the looks of 351 Windsors, so the Cleveland engine in the ...

• 1956 Ford F-100 Restomod - Ike's Pride

  06/01/05, via Truck Trend Magazine Online

  Sixteen years later, the result of that suggestion is the bright-red '56 Big Window F-100 featured on these ... Ray started working on a fresh 351 Cleveland block to install under the hood. The 351-C was Ike's favorite Ford powerplant; he felt it filled ...