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itsworn · 5 years

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How To Build a Ford 351 Cleveland

Once upon a time Ford Motor Company needed a solution to its extensive menu of V-8 engine families. There were simply too many engine types—the 90-degree Fairlane V-8 (221/260/289/302ci small-block), the raised-deck 351W, FE Series big-blocks (332/352/360/390/406/410/427/428ci), the 385-Series big-block (429/460ci), and the grossly oversized and overweight MEL big-block (383/410/430/462ci).

Ford began to trim down the engine lineup with the all-new 385 Series 429/460ci engine in 1968, replacing the stodgy and dated MEL (Mercury-Edsel-Lincoln) behemoth. Despite the elimination of the MEL big-block and the birth of the leaner 429/460, Ford still had some downsizing to do. Ford wanted three basic V-8 engine platforms—small-block, middle-block, and a big-block. Although the petite Fairlane V-8 had performed quite well and was an economical engine to produce, Ford had other ideas.

Long about the same time Ford was developing the 429/460ci fat-block it was also working on an engine to replace both the small-block and the FE Series big-block engines. Ford called it the 335 Series V-8, a smaller cousin to the robust 385 Series engine. Where GM and Chrysler had plenty of midsized V-8s in the 350ci range, Ford didn’t have an entry for the midsize field. It had the 302 on the low end and the 390 for those who wanted more power. As a short-term fix Ford raised the 302’s deck and gave it additional ½-inch stroke to conceive the 351 “Windsor” small-block. The 351W was never planned as a long-term engine, yet more of a stop-gap mill that ultimately stayed in production through the early ’90s. The original game plan was to replace the 351W engine with the 335 Series V-8.

When Ford introduced the 335 Series 351C in 1970 there was immediate confusion among Ford service technicians addressing which 351 they were servicing and how to identify the two engines. Ford issued a bulletin that addressed how to identify these engines. Because the 351W was produced at the Windsor, Ontario, engine plant it would be called the 351 “Windsor” or 351W. The 335 Series 351 was manufactured at Ford’s Cleveland engine plant, which made it the 351 “Cleveland” or 351C.

The 351C has the same bore spacing as the 302 and 351W, yet with vastly different block architecture resembling a mirror-image Oldsmobile casting with a 12- and 6-bolt pattern fuel pump and a wraparound timing case cast into the block with a steel plate like the Olds V-8. What made the 351C different from the 351W was its big-block Chevy-style crossflow cylinder heads with poly-angle valves, huge ports, and wedge chambers. The heads are what make this engine legendary because they outflow anything in their class and they give this engine broad shoulders. It looks as massive as a big-block.

The 351C block was produced in two- and four-bolt main cap versions through 1974, not including Australian blocks, which were produced through 1982. Cleveland cylinder heads were produced in three basic versions: four-barrel wedge chamber, four-barrel open chamber, and two-barrel open chamber. The two-barrel head sports smaller intake and exhaust ports for improved torque, yet its large dome open chamber offers virtually no quench, which results in detonation during startup and under acceleration. The 351C-2V head really isn’t what you want for a 351C build project though enthusiasts use this head for street use. The 351C-4V head with its smaller wedge chambers and exceptional quench delivers great mid- to high-rpm performance thanks to huge intake ports that deliver extraordinary breathing. The problem with these ports is poor low- to midrange torque in a head designed for high-rpm performance. Wedge chambers offer less detonation tendency and greater compression.

Ford Australia kept its foot in Cleveland production well beyond what Ford North America did in the mid ’70s. In fact the 351 Cleveland was so popular in Australia that some called it the small-block Chevy of the land Down Under. Australian Cleveland castings remain highly sought after pieces in North America for those seeking greater sums of power.

Ford Australia produced the 351 Cleveland in 302ci as well as 351ci. The Australian 302 Cleveland heads have small wedge chambers, which means greater compression if you place them on top of a 351C. By far the best factory 351C head is the Ford Australia 4V casting, which has the sweet combination of the 351C-4V wedge chamber with the smaller 2V ports for great low- to midrange torque. It remains the best factory head ever produced by Ford for this mill.

An enlarged version of the 351C is the raised-deck 400, which was introduced in 1971 to ultimately replace the FE Series 390 big-block in fullsized Ford and Mercury vehicles. Because the 400 has a taller deck, it is wider than the 351C and easy to identify. In the beginning, the 400 had a dual bellhousing bolt pattern for both small- and big-block bells. By 1972, the small-block bellhousing pattern was dropped for the 429/460 bellhousing bolt pattern across the board.

Ford North America, in an effort to reduce manufacturing costs, ended 351C production after 1974, then did something very unconventional. It took the heavier tall-deck 400 with its 4.000-inch bore and 4.000-inch stroke and destroked it to a 3.500-inch stroke to conceive the 351M, which really isn’t a 351C at all. Salvage yard pickers mistakenly buy 351M engines thinking they’ve found the 351C only to arrive home and discover they bought the wrong mill. This is where proper identification of this engine is so important.

Enthusiasts tend to call the 400 Cleveland the “400M”. However, Ford called this engine the 400 from the get-go. When Ford destroked the 400 to get the 351M enthusiasts started calling it the 400M, which has never been correct. If you unearth a 351M the greatest favor you can do for this engine is give it increased displacement. Find a 4.000-inch stroke crank or invest in a stroker kit that will get you over 400 ci.

As you cruise the classifieds and salvage yards in search of a buildable 351 Cleveland you will find them to be very scarce, yet well worth the search. Finding a standard bore Cleveland block will be your greatest challenge. And forget taking the overbore beyond 4.040 inches. During the production window in which 351C engines were in production, Ford produced some of the worst castings in memory. This means going beyond 4.040 inches is unthinkable due to the risk of cutting into the water jackets. What’s more, head and block castings must be thoroughly inspected for flaws and cracks before committing time and funds to a build.

The good news is the availability of reproduction blocks and a wealth of aftermarket cylinder heads for the Cleveland. As you might imagine these castings do not come cheap because Clevelands weren’t produced in big numbers like mainstream survivors like the small-block and 385 Series big-block. Don’t expect to see the volume discount.

The tricky part about buying a used Cleveland is determining bore size and casting condition. Most have at least a 4.030-inch overbore, which gives you another 0.010 inch to play with. Other considerations include the condition of the crank journals, cylinder walls, and castings. If the engine has ever overheated you face the potential for cracking, which makes the casting a throwaway.

Cleveland engines with hydraulic lifters were fitted with bolt-fulcrum stamped-steel rocker arms that are not adjustable. Only the 1971 Boss 351C and 1972 351C High Output engines had adjustable rocker arms and a mechanical flat-tappet high-performance camshaft. These heads are easily upgraded to screw-in studs, guideplates, and adjustable rocker arms.

This is a prototype 351C block photographed back in the late ’60s. As you can see the 351C block is virtually a mirror image of an Oldsmobile V-8 from the period with timing components wrapped in iron covered by a steel plate.

Here’s a production D2AE (1972) four-bolt main Cleveland block, which sports distinct differences from the prototype block just shown.

Cleveland blocks were produced in two- and four-bolt main configurations, with this one being four-bolt. You can convert your two-bolt main Cleveland block to four-bolt mains using main caps from a trashed block or via the aftermarket.

This is the prototype Cleveland block shown earlier with two-bolt main caps. Even with two-bolt main caps, this is a very rugged block for most street applications and can take up to 450-500 horsepower if you use ARP main studs. Studs give the two-bolt main Cleveland block extraordinary strength.

From left to right are the three 335 Series engine crankshafts—all nodular iron. The 351M on the left with a 3.000-inch main journal, the 351C with 2.750-inch main journal—both with a 3.500-inch stroke and “4M” marks. The 351M also had a “1K” marking later on in production. On the right is the 400 crank with a 4.000-inch stroke and 5M mark. The 335 Series engines were never factory equipped with a steel crank. If you want a steel crank you will need to look to Scat Enterprises for solutions.

Cleveland piston domes are rather unconventional due to the very nature of the poly-angle valve cylinder heads. This is a forged Speed Pro high-compression piston from Summit Racing Equipment for both the 351C and the Boss 302, which employed the same 351C-4V heads.

These notched flattop forged pistons are machined to deliver less compression on the order of 10.5:1 compared to the 11.5:1 slugs just shown. Note how the block is notched to clear the cocktail table-sized 2.190-inch intake valves.

There are two basic types of 351C/351M/400 combustion chambers. On the left is the low-compression 74-76cc “open” chamber, which is the head you do not want due to the serious absence of quench area and the great potential for spark knock. On the right is the head you do want with its 61-64cc wedge chambers and 2.190/1.700-inch intake/exhaust valves. The wedge chambers deliver better quench and power. The Australian 302C wedge chamber is even smaller at 54-57cc.

The 351C-4V cylinder head with either open or wedge chambers (depending upon model year) sports these huge intake ports is a deep-breathing high-rpm cylinder head born more for racing than the street. It does not deliver good low-end torque. However, it comes on strong at high rpm.

The 351C-4V head sports generous exhaust port sizing for excellent scavenging. These heads, with professional port work, can make a lot of power.

We’ve positioned the 351C-4V intake gasket over a 351C-2V intake port to help illustrate port size difference. The 2V port is sized this way for good velocity, which means good low-to-mid-range torque for the street. The down side to 2V heads is the bowl-shaped open chamber and reduced compression. The Ford Australia Cleveland head combined the 2V ports with 4V wedge chambers—which is the best combination.

Look at these custom-ported 351C-4V intake ports, which have been professionally massaged for improved flow. Port work on 351C-4V heads can net you a 30- to 40hp gain on the dyno.

Here’s the 351C-4V head with nice port work and massaging by MCE Engines in Los Angeles. This kind of engine blueprinting takes time and costs plenty.

Marvin McAfee of MCE Engines takes his blueprinting effort to extremes on a Cleveland build—ccing the valve reliefs and chambers to ascertain compression ratio.

This brass restrictor installed in Cleveland blocks must never be removed because it controls coolant flow from the block to the thermostat and radiator. Later 351M/400 blocks have this restrictor cast into the block.

MCE Engines massages all of the oil galley passages to reduce fluid turbulence.

Marvin drills a small .030-inch hole in the oil galley plug as shown to improve oil flow to the timing components. Because the Cleveland’s oiling system isn’t what it could be seasoned engine builders restrict oil flow to the cam bearings to improve lubrication at the main and rod bearing journals.

A good rule to follow choosing an intake manifold for your Cleveland is to ask how your classic truck will be driven most of the time. For cruising and commuting, nothing beats a dual-plane intake manifold with long intake runners and a deep plenum. You get good low-end torque yet you get suitable amounts of power at wide-open-throttle.

If you’re going racing you’re going to want a good single-plane manifold like this one from Trick Flow, which sports long runners, yet a deep plenum and a straight shot into the intake ports. This is a manifold best suited for high rpm use. Let’s go racing.

Trick Flow has come up with a pair of right sized cylinder head packages for the 351C, 351M, and 400 engines. There are two Trick Flow sizes—190cc and 225 cc (intake port volume).The 190cc heads have 112cc exhaust ports and 62cc or 72cc wedge chambers with 2.080/1.600-inch valves. The larger 225cc heads have larger 115cc exhaust ports with 60cc chambers and 2.080/1.600-inch valves.

The Trick Flow 60cc high-swirl chambers keep the dance between fuel and air going into the road of combustion and thermal expansion. This approach makes the most of the fuel/air charge, which means power.

The most fundamental way to make more power from a Cleveland is stroke and displacement. Another way is compression ratio. With the acquisition of an Eagle stroker kit with a steel crank and heavy-duty I-beam rods you’re giving your engine mechanical advantage via leverage and that long arm of stroke. You’re also increasing compression ratio without going too overboard.

When it comes to internal friction and valve timing events Ford’s Cleveland isn’t any different than any other engine. It wants big lungfuls of air and fuel timed perfectly with piston timing events. You make the most of your Cleveland’s cylinder heads via a good roller tappet camshaft. A roller cam offers you the most aggressive valve action without sacrifice. You’re also reducing internal friction, which frees up power.

Marvin McAfee adds something to his engine builds—low-friction Torrington bearings at the timing sprocket, which frees up more power.

Roller rocker arms reduce friction at the valve stem tip. They also reduce and even eliminate wear and tear. They greatly reduce how hard your valve train system has to work.

Ford engine castings are easy to identify. You have the Ford casting number shown here along with a date code indicating when the piece was cast. Before you is a D2AE-CA Cleveland block indicating a 1973 block. The date code of 3A27 means January 27, 1973. This can be applied to any Ford casting.

And finally, how do you know if you’ve found a 400 or 351M? At the top of the front of the block will be this boss (arrow), which indicates a 400/351M block. If you want to build a real badass truck with the weight advantage of this engine over a big-block, opt for the odd-duck 400 Cleveland. It is clearly different and impresses with the massive attitude of big heads and block width. This is a TMeyer 400 built for a classic Ford F150.

TMeyer Precision Automotive Machining introduces the Track Boss family of reproduction Cleveland engine blocks. Thick webbing to strengthen mains. Screw-in aluminum freeze plugs. Splayed, flat-bottom four-bolt billet main caps for superior strength. One-piece rear main seal. With or without fuel pump provision. Aluminum block weight 105-110 pounds. Iron block weight 215-225 pounds. TMeyer has virtually everything you’re going to need for a 351C/351M/400 build.

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itsworn · 6 years

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All You Need to Know About the Mustang Hi-Po 289: Part 1

he 2018 Mustang GT owes its very existence to the pioneers that started it all 54 years ago. Thirty-two valves, charge motion, variable cam timing, and a dizzying redline on the order of 7,000 rpm with Ford’s high-tech Coyote. Wow! We’ve come a long way since pushrods, flat tappets, flattop pistons, cast iron, and small intake and exhaust ports. Yet, were it not for the Mustang’s very first high-performance V-8, the 289ci High Performance, we might not be where we are today.

The small-block Ford, known originally as the 90-degree Fairlane V-8 introduced in 1962 in displacements of 221 ci and 260 ci, was really impressive for its time. It was compact, lightweight, fuel stingy, and made a lot of power for its size. It wasn’t long before Ford engineers and product planners understood this tiny little V-8 needed greater displacement and the infusion of attitude.

In 1963, the 289 High Performance V-8 was introduced in the Ford Fairlane. It was an engine born to rev with a hot flat-tappet mechanical camshaft, screw-in rocker-arm studs, valve spring pockets, an Autolite 4100 series four-barrel carburetor, cast-iron headers, Brinnell-tested nodular iron crankshaft and high-performance connecting rods, a slide-on counterweight, a wider harmonic dampener, and ultimately a dual-point ignition system.

Because the 289 High Performance V-8 was produced in such limited quantities at Ford’s Cleveland Engine Plant early on, these engines had limited availability. You would have thought Ford’s sporty new Mustang would have blazed a trail from the stable with a 289 High Performance V-8 option from the start in April of 1964. It didn’t.

The earliest known “K” VIN Mustang is 5F07K100148, a pre-production Dearborn unit built specifically for Henry Ford II prior to the start-up of mass production at Dearborn on March 9, 1964. Aside from HFII’s one-of-a-kind Hi-Po Pony, the earliest known “K” VIN production Mustangs were bucked and built in late June of 1964 at the Dearborn, Michigan, assembly plant according to Scott McMullen, a Hi-Po historian who has done a tremendous amount of research on early K-code Hi-Po engines.

Scott says, “I am not aware of any other pre-production ‘K’ units with VINs besides 100148, though there are several engineering test cars that were featured in magazine articles. The earliest of these test cars was a convertible driven by Dan Gurney in February of 1964 that he referred to as a ‘prototype for production models.’ Test units appear to have been built at different times up until June of 1964.”

Scott adds, “The next batch of ‘K’ VIN units have scheduled build dates of June 7, 8, and 9 of 1964.” However, the evidence Scott has collected from these production units suggests the engines and corresponding bodies were built well after the scheduled build dates on the warranty plates. “The VINs are not necessarily in order with the date codes, so you have to look at other evidence to narrow down a ‘must have been built after’ date. VINs are not always in order with the date codes.”

Scott goes on to say, “The fourth edition of the Hi-Po Registry shows the first four known VINs are 158705, 158819, 159122, and 160242, though there is a VIN of 159333 taken from an engine of unknown origin. There are June 8 and 9 date codes (08F and 09F) from this early batch of cars extending out to VINs in the 162XXX range.”

Based on what Scott has told us, the first production “K” engine code Mustangs were built in the last week of June. Despite a lot of chatter through the years indicating some May Hi-Po units, none have surfaced to date.

For more than a half-century, the 289 High Performance V-8 has been more myth than fact. What makes it “high-performance” isn’t unusual or rare. What Ford did to the 289 isn’t any more out of the ordinary than good, old-fashioned, hot-rodding trickery. The 289 High Performance V-8 is a warmed-up 289 with a hotter solid-lifter camshaft, cylinder heads designed for high rpm, a dual-point ignition engineered for higher revs, cast-iron exhaust headers, and a wider harmonic balancer to deal with increased reciprocating mass down under.

Unless you’re restoring a K-code 1965-1967 Mustang or are interested in building an authentic 289 Hi-Po small-block for your non–K-code Mustang, there isn’t a whole lot of difference between a 289 High Performance V-8 and your standard vanilla 289-2V. What makes the Hi-Po a big deal is authenticity when building a K-code Mustang with the real thing between the shock towers.

We’re going to show you the basics of the 289 High Performance V-8 with quick facts you can use in your engine building and Mustang spotting. Keep in mind that there are some exceptions to the identification rules for K-codes that were built prior to June 29. And because we’re dealing with a lot of production unknowns from a half-century ago, be prepared to find just about anything out there.

For 1964½-1965, the 289 High Performance V-8 looks like this in black with chrome appointments with a mechanical high-performance cam, unique Hi-Po heads, dual-point ignition, special cast-iron exhaust headers, an Autolite 4100 four-barrel carburetor with manual choke, and more. The 289 High Performance V-8 was available only with a four-speed manual transmission that first year (except Canada where it was also available with an automatic).

For 1966, Ford went to a standard Ford Blue color on all of its engines, including the 289 High Performance V-8. The 1966-1967 Hi-Po was a carryover of what was available for 1965 with the exception being pent-roof valve covers for 1967. The Hi-Po was available with either a manual four-speed or three-speed automatic for 1966-1967.

The 289 High Performance V-8 was equipped with this unusual Autolite 4100 carburetor with manual choke. There has been some discussion about very early Hi-Po engines with automatic choke 4100 carburetors produced early in 1964, which would call for the Fairlane’s right-hand Hi-Po exhaust manifold with choke stove.

A dual-point Autolite ignition was employed on the 289 High Performance V-8. You can expect to see two possible distributors: early with an oil wick and later shown here, which is a completely different casting. These dual-point ignitions do not have a vacuum advance. If you unearth a dual-point distributor with vacuum advance, you’ve found one for a 1969-1970 Boss 302.

The Hi-Po has a wider harmonic dampener, as shown here, followed by a counterweight inside the timing cover. Both are used to work cohesively with heavier connecting rods inside with larger, heavier bolts.

Here are the two basic Hi-Po distributors side by side. On the right is the early 1964-vintage Hi-Po dual-point distributor with oil wick. Left is 1965-vintage dual-point, which is a completely different casting. Examine these castings for the part number and date code for an accurate assessment of what you’ve found.

The 289 Hi-Po alternator has a larger drive pulley to reduce alternator speed at high rpm. The same can be said for a generator-equipped Hi-Po for 1964½, which will also have a larger drive pulley.

The quickest way to ascertain a “K” vehicle identification number (VIN) Mustang is the fifth character (engine code). The VIN should also be stamped into the right-hand side of the block near the negative battery cable mounting boss if the vehicle is still so equipped. Only Hi-Po engines got stamped with the VIN of the vehicle they were factory-installed in. Beware of the fakes that may not have the original engine that are stamped with the vehicle’s VIN.

The 289 High Performance fender badge was factory-installed on “K” VIN Mustangs and Fairlanes. Just because the car has a Hi-Po badge doesn’t mean it is a factory Hi-Po.

The Hi-Po’s valvetrain includes these adjustable cast rocker arms, which worked fine in the 1960s. If you want real durability, opt for modern aftermarket roller rockers for less friction and superior durability.

The Hi-Po cylinder head has the same 57cc chamber and valve sizing as a regular 2V/4V head. This head is fitted with new-old-stock Ford valves. Early Hi-Po heads tend to have smaller chambers offering greater compression.

Look for 19, 20, or 21 cavity numbers on Hi-Po heads. If there isn’t 19, 20, or 21, then it is not a Hi-Po head.

The 289 Hi-Po’s intake manifold is the same as a regular 4V manifold. This is a C5OE-9425-A casting.

Down under, the 289 Hi-Po is fitted with reciprocals designed for high-rpm use. Look for this bright orange paint on the 1M crankshaft counterweights, which means the nodular iron crank has been Brinell-tested for strength. This means handpicked for the Hi-Po. Hi-Po connecting rods are basically the same forgings as 2V/4V engines with a “C3OE” number. Where they differ are larger rod bolts with broached heads for added strength.

Because the Hi-Po has more meat in its connecting rods, it mandates the use of this stamped-steel counterweight up front.

Here’s the counterweight and related components installed in front.

Another myth is Hi-Po blocks. Look for this “HP” marking at the back of the block on all Hi-Po blocks. However, the block itself isn’t any different than a 2V/4V block. The wider main caps are what make the block assembly different.

These are the Hi-Po’s wider main caps, which were employed for strength. You can cop a Mexican 289/302 block and get wider main caps too. When you mate these wider caps to a 289 block, you will have to have the assembly line honed for precision bearing crush and accurate clearances.

This C5AE-6015-E block is a Hi-Po block. However, C5AE-6015-A doesn’t mean you’ve found a Hi-Po block. It means you’ve found a 1965 289 block. Main cap width is the Batman moment when you’ve found the real thing.

The 289 Hi-Po’s exhaust manifolds are a cast-iron shorty header, which offers better exhaust scavenging than the standard vanilla 289/302 exhaust manifolds.

The 289 High Performance V-8’s personality comes from an aggressive mechanical flat-tappet camshaft that does its best work at high revs. Peak horsepower and torque come in around 6,000 rpm. For a flat-tappet camshaft you can use on the street, the C3OZ-6250-C factory camshaft is aggressive, with 0.460/0.460-inch valve lift and 310/310 degrees of duration. Lift at the lobe is 0.298/0.298 inch. Raw torque and horsepower come on strong at the same time in the high revs.

Here’s a closer look at the Hi-Po’s C3OE connecting rod with its larger 3/8-inch broached rod bolts. You can recondition conventional 2V/4V C3OE rods and fit them with ARP bolts to achieve the same strength.

Two types of bellhousings were employed in the mid-1960s. The smaller five-bolt bell (left) is a 1964½ element. The larger six-bolt bell (right) rolled into production for 1965 was engineered to reduce noise, vibration, and harshness. If you’re shopping for a block, it is crucial for you to be aware of this difference.

Flywheel selection is vital to smooth operation. Small-block Fords prior to 1982 had a 28-ounce offset balance flywheel/flexplate. From 1982-up, Ford went to a 50-ounce offset balance with the externally balanced small-block Fords. You do not want to accidentally choose a 50-ounce offset balance flywheel or flexplate for your 289 Hi-Po. Confirm offset balance size going in.

Source

Mustangs Etc.

(818) 787-7639

mustangsetc.com

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