What Town Was the Cleveland Family Engine Built in

Motor vehicle engine

Ford 335 V8
Overview
Manufacturer	Ford Motor Company
Too chosen	Ford Cleveland V8
Production	1969–1982
Layout
Configuration	90° OHV minor-block V8 iv.380" diameter spacing
Displacement	302 inthree (4.9 L) 351 in3 (v.eight L) 400 in3 (vi.half dozen L)
Cylinder bore	4.0 in (102 mm)
Piston stroke	three.0 in (76 mm) 3.5 in (89 mm) 4.0 in (102 mm)
Block material	Cast iron Deck superlative: ix.206" (302C, 351C) 10.297" (351M, 400)
Head material	Bandage iron
Valvetrain	Overhead valve Cast iron cam, flat tappet
Chronology
Predecessor	Ford FE V8 Ford Windsor V8
Successor	Ford Windsor V8

The Ford 335 engine family was a group of engines built past the Ford Motor Company between 1969 and 1982. The "335" designation reflected Ford management's decision to produce an engine of that size (335 cubic inches) with room for expansion during its development.^[1] This engine family began production in late 1969 with a 351 cu in (5.viii L) engine, commonly called the 351C. Information technology later expanded to include a 400 cu in (6.vi L) engine which used a taller version of the engine cake, unremarkably referred to as a tall deck engine block, a 351 cu in (5.eight Fifty) tall deck variant, chosen the 351M, and a 302 cu in (4.9 Fifty) engine which was sectional to Australia.

The 351C, introduced in 1969 for the 1970 model year, is commonly referred to as the 351 Cleveland after the Brook Park, Ohio, Cleveland Engine plant in which well-nigh of these engines were manufactured. This establish complex included a gray iron foundry (Cleveland Casting Establish), and two engine associates plants (Engine institute 1 & two ). As newer auto engines began incorporating aluminum blocks, Ford closed the casting found in May 2012.^[ii]

The 335 series engines were used in mid- and total-sized cars and light trucks, (351M/400 only) at times concurrently with the Windsor small-scale-block family unit, the 351 Windsor, in cars. These engines were besides used as a replacement for the Fe V8 family in both the car and truck lines. The 335 series only outlived the Atomic number 26 series past a half-decade, existence replaced past the more compact Windsor V8s.

Overview [edit]

The 335-series V8s were overhead valve pushrod V8 engines that used a curt-brim engine block. This family of engines incorporated design features used on the 385 big-block series, including the canted valve layout, the valve train blueprint, and sparse-wall casting technology. All 335 series V8s had free breathing, large-port canted valve heads with a rugged engine block.^[three] These engines use a shallow poly angle combustion chamber rather than the wedge style used on the Windsor V8 engines.^[4] The 335 engines employ large main-bearing caps, with four-bolt attachment on some versions. All 335 series are bandage with provisions for four-bolt main begetting caps to exist added through modification.^{[three] [4]}

The first engine in the 335 series was introduced in late 1969 every bit the 351C. In the 3rd quarter of 1970, the 400 was introduced to the passenger car lines. For the 1975 model yr the 351M replaced the 351C in North American markets.^[v] Initially Ford of Commonwealth of australia imported The states fabricated 351C engines. However by Nov 1971, Ford of Australia began to manufacture the 351C locally at the Geelong Foundry. This engine was very similar to the American analogue and remained in production until December 1981. Ford of Australia as well produced a smaller 302C alongside the 351C, which was exclusive to the Australian marketplace.^[1]

To adapt the longer stroke used by the 400, Ford used a taller deck height and also used larger main bearings than the 351C for additional force.^[iv] This was similar to the changes required to convert a 302 Windsor to the 351 Windsor.^{[v] [4]} As a result, the 335 series has both low 9.206 in (234 mm) and alpine deck ten.297 in (262 mm) heights.

Comparison to Ford Windsor V8 [edit]

All 335 series engines shared the same four.38 in (111 mm) bore spacing and cylinder head commodities design as the Windsor V8 family unit. There are a number of pregnant differences between the two engine families. The 335 serial have a roughly ii-inch extension bandage into the front of the cake which forms an integrated timing cover enclosure covered by a slice of apartment steel, similar to an Oldsmobile V8 engine. This results in the 335 series engine block being heavier than the Windsor engines.^[four] The 335 series use a dry out intake manifold with the radiator hose connecting vertically to the cylinder block higher up the cam timing chain comprehend. Windsors use a wet intake manifold which routes coolant through the intake manifold via a horizontally protruding hose. The 335 uses smaller, 14mm, spark plugs and a has a square-shaped eight bolt rocker embrace while the Windsor'south six-bolt rocker cover is more rounded.

Oil system [edit]

To reduce production costs, Ford eliminated 1 of the 335 series'southward main oil galleries from the block casting, leaving two compared to the Windsor family unit's iii.^[6] The result was an oil system very similar to the 385 serial V8s, acceptable for street engines but falling brusk in high-revolution race use without modification.^[half-dozen] 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 begetting followed by the number i cam begetting above. At the aforementioned fourth dimension, it besides feeds the right hand oil galley, supplying the right side lifter bank. It has four galleries that atomic number 82 to each of the remaining chief bearings. After the oil feeds them, it feeds each corresponding camshaft bearing above. At the rear-most main begetting, the oil goes into the second gallery, which feeds the left lifter banking concern.^{[ane] [7]} In addition the oil system non prioritizing the primary bearings, the 335 engines accept excessive clearances in the lifter bores. This results in oil leaking out of the lifter bores which can cause oil cavitation from the lifter motion, and can reduce oil menstruum to the main bearings.^[4]

Cleveland block

Windsor block

Cylinder heads [edit]

The cylinder-caput design for the 335 serial engines is its most definitive design feature. All cylinder head variants were ii-valve that apply large gratis flowing ports with poly-bending or 'canted' valves,^[iii] resulting in the intake and exhaust valves being at separate angles. This allowed for very big valves to be installed, while reducing the port length and minimizing sharp turns within the port.^[8] The 335-Series cylinder heads had freer flowing ports than the Ford Windsor V8s.^[ix]

The 335-series engines used unlike cylinder heads for two and four barrel carburetors. The 2V (2 venturi) modest port cylinder heads were used on 2-barrel engines while the 4V (four venturi) large port cylinder heads were used on the 4-barrel engines.^[4] While the 2Vs used the smaller port of the two, these ports and valves were significantly larger than Windsor engines.^[9] The 4V heads had enormous ports which flowed very well, in particular at college valve lift. The 4V heads could out-menses Chevrolet Double Hump heads and Chrysler's high-performance 340 heads.^[4] 2V heads still take excellent flow, and actually accept slightly ameliorate flow than the 4V heads at lower valve lift values.^[four]

In add-on to the 2 port sizes, the 335 cylinder heads used ii mode of combustion chambers, an open or a airtight "quench" chamber. Both combustion chambers are very shallow, due to the shallow valve angles. The combustion chambers are virtually a very shallow hemispherical chamber, rather than a wedge shaped.^[4] The airtight bedroom heads enclose the valves more closely, reducing combustion bedroom book, to increase the compression ratio. Notwithstanding, both designs have the same thermal efficiency and resistance to detonation.^[8] The airtight combustion sleeping accommodation promotes better swirling of incoming air fuel mixture, giving information technology a depression-rpm torque advantage, and requires less machining to obtain high compression ratios.^[8] Notwithstanding, the open chamber heads valves are less shrouded, which improves depression lift airflow,^[four] and they exhibit ameliorate emissions characteristics.^{[ane] [viii]}

Almost 335 serial engines used stamped rocker arms with cast fulcrums that made for a non-adjustable valve train. The rocker arm design was originally used by the Ford 385 series engines.^[4] Notwithstanding, the Boss 351 and 351 HO had an adaptable valve train, using rocker arms mounted on spiral-in studs and guide plates.^{[i] [10]}

Prior to the release of the 351C, the 335 Series cylinder head was used on the Ford Boss 302 engine.^[4] The Boss 302 used a large port airtight chamber 4V cylinder head which required minor modifications to make the cylinder heads work with the Windsor engine cake.^[one] The Boss 302 version of the cylinder heads used minor 58cc cambers and big 2.23" intake valves. The valves were afterward reduced to ii.19" every bit used on the 351C 4V cylinder heads.^[4]

335 Series V8 engine cylinder heads ^{[one] [3] [9]}

Head type	Bedchamber blazon	Sleeping room volume	Intake valve	Exhaust valve	Intake port	Exhaust port	Application
2V	Open up	74.vii - 79.9cc	ii.04"	1.65"	2.02" x 1.65"	1.84"x1.38"	351C-2V, 351M, 400
4V	Airtight	61.3 - 64.3cc	2.19"	1.71"	two.fifty" 10 1.75"	2.00"x1.74"	1970-71 351C-4V
Boss 351	Closed	64.6 - 67.6cc	two.xix"	1.71"	2.l" x 1.75"	ii.00"x1.74"	1971 Boss 351
351C-CJ	Open	73.9 - 76.9cc	ii.xix"	1.71"	2.50" x i.75"	ii.00"x1.74"	1971-72 351C-CJ
351C-CJ	Open	73.nine - 76.9cc	2.04"	1.65"	two.50" ten 1.75"	2.00"x1.74"	1973-74 351C-CJ
351C HO	Open	73.nine - 76.9cc	2.19"	1.71"	2.fifty" 10 1.75"	2.00"x1.74"	1972 351C HO
Australian 302C	Closed	56.4 - 59.4cc	ii.04"	1.65"	2.02" ten 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'due south product capability, and information technology was decided the boosted production would brainstorm at the Cleveland engine plant. At this time, information technology was too decided to upgrade the blueprint of the new Cleveland manufactured 351s to a higher-specification power plant.^[ane] It was decided that a new cylinder head design was needed for improved operation. Two cylinder-head designs were developed. Ane cylinder head used the aforementioned basic pattern equally the 351W, but with larger ports and valves. The 2nd had very large ports with canted intake and exhaust valves, similar to the Ford 385 Serial V8. Sales, marketing, and product planning favored the canted valve design, as information technology was viewed as more innovative.^{[ane] [4]}

Other changes to the engine were related to ease of manufacture and improved reliability. This led to elimination of coolant flowing through a 'dry' intake manifold, a potential source of leaks and minimized unnecessary estrus transfer. To perform this modify, the front of the engine block was extended to include provisions for the coolant to flow through a crossover in the block. This extension also acted as an integrated timing concatenation housing. The timing chain housing was covered with flat steel that was easier to seal than the typical large timing chain embrace used on other Ford V8s.^[1] These changes resulted in a bigger and heavier engine block than the Windsor V8s.^[4] To aid reduce costs the oil system was revised, equally explained above. Although the 351W began equally the basis for the 351C, past the time it reached production the design changes resulted in almost no parts interchanging betwixt the two designs. The 2 engines, still, shared the aforementioned bore spacing, engine mounts and bell housing blueprint.

The 351 Cleveland began product in July 1969 1969 for the 1970 model year.^[4] Its bodily displacement was 351.9 cubic inches (five,766 cc). A 4V (four venturi) performance version and a conventional 2V (two venturi) version were built. The 351C-4V was marketed as a high-operation engine, featuring the 4V big ports heads with closed "quench" combustion chambers. After versions of the 351C with 4V heads continued to utilise the big ports and valves, but switched to open bedchamber heads in an effort to reduce engine emissions. The 351C-2V was never marketed as a loftier-performance engine. It used the pocket-sized port 2V cylinder heads with open combustion chambers to produce a more economic engine that was tuned more for low-rpm torque.^[iii] Simply the Q-code 351 "Cobra Jet" (1971–1974), R-code "Dominate" 351 (1971), and R-lawmaking 351 "HO" (1972) versions have four-bolt chief bearing caps,^[3] however, all 335 serial engines could exist modified to have 4-bolt main begetting caps.^[4]

H-code [edit]

1973 H-code 2V 351 Cleveland

The H-lawmaking 351 Cleveland engines were low performance engines with low pinch and ii-barrel carburetors. All H-code engines ran on regular grade fuel. Compression ratio was 9.5:1 in 1970 and progressively dropped annually until it reached it low point of 8.0:1 compression in 1973 and 1974.^[xi] H-code 351s were equipped with a bandage-iron crankshaft, 2-bolt main bearing caps, forged-steel connecting rods, bandage-aluminum pistons, non-adaptable valve railroad train, and bandage-iron intake and exhaust manifolds.^[5] All H-code 351 Cleveland engines used the small port 2V heads with open combustion chambers.^[1] These engines were produced from 1970 through 1974 and were used on a diversity of Ford models, from pony-car to total-sized.^[v] The 351W with a 2V carburetor was also produced during this fourth dimension which also used the "H-code" designation. Both the 351W and 351C H-code had the same or very similar power ratings, and were used interchangeably when a car was congenital with the H-code engine selection.^{[11] [12]}

M-code [edit]

The M-lawmaking was a high-compression, high-performance variation of the 351C, produced in 1970 and 1971. The M-lawmaking engines used the large-port 4V heads with a airtight "quench" combustion bedroom and large valves.^[5] These engines also included cast-aluminum flat-summit pistons, stiffer valve springs, a high-functioning hydraulic camshaft, and a squarebore Autolite 4300-A carburetor.^[1] The 1970 engines had an advertised xi.0:i compression ratio and were rated at 300 bhp (224 kW; 304 PS) at 5400 rpm. The 1971 version had a slightly lower advertised compression ratio of 10.7:one, and the power rating dropped to 285 bhp (213 kW; 289 PS) at 5400 rpm.^{[v] [11]} The M-code 351C required premium fuel and was available in the 1970-71 Ford Torino, Mercury Montego, Ford Mustang, and Mercury Cougar.^{[12] [13]}

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-betoken distributor, a six-quart oil pan, and cast-aluminum valve covers.^{[one] [14]} Forged domed pistons gave an eleven.i:i advertised pinch ratio which made premium fuel necessary.^{[xiii] [15]} It had four-bolt principal bearing caps selected for hardness and a premium cast-iron crankshaft selected for hardness (ninety% nodularity).^[1] The cylinder head was modified for better airflow, used screw-in studs with adjustable rocker arms, and except for the water passages and larger combustion chambers, were very similar to the heads used on the Dominate 302.^[5] The valve train used hardened and ground push button rods with guide plates and single grove-hardened valve dissever locks.^[1] The forged connecting rods were shot-peened and magnafluxed for strength, and used improved durability 180,000 PSI 3/8-inch basics and bolts.^[one] The R-lawmaking Boss 351 was only installed in the 1971 Boss 351 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.^[sixteen]

The January 2010 issue of Hot Rod reported a project in which a Dominate 351 was assembled to the exact internal specifications of an original motor, merely fitted with open up, long tube, 1-three/four-inch Hooker headers (vs. the stock bandage-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 manufactory exhaust arrangement. In that externally modified state it produced 383 hp (286 kW) gross at 6,100 rpm, and 391 lb⋅ft (530 Northward⋅thousand) torque (gross) at four,000 rpm.^[17] A measurement of SAE net horsepower would exist significantly lower, and represents a more than realistic equally-installed configuration with all engine accessories, air cleaner associates, and automobile frazzle system.

1972 R-lawmaking (351 HO) [edit]

The 351C HO "R-lawmaking" had a number of changes to help meet emission standards for 1972 compared to the 1971 Boss 351 "R-Lawmaking". The camshaft had less duration, just more valve lift, while the mechanical lifters remained unchanged.^[i] The forged pistons were changed to flat-tiptop style and the heads to open up sleeping accommodation heads, but retained the same large ports, valves, and adjustable valve train used in 1971.^[5] This resulted in a compression ratio decreased to ix.two:1 while the cleaner-called-for open-chamber heads helped meet the new emissions regulations.^[1] The Ram Air option was no longer bachelor. The engine otherwise remained unchanged from 1971. This engine produced 275 hp (205 kW) using the more than realistic SAE net system and was only bachelor in the 1972 Ford Mustang.^[5]

Q-code (351 Cobra-Jet) [edit]

The Q-code 351 "Cobra-Jet" (too called 351-CJ, 351-4V) was produced from May 1971 through the 1974 model year. It was a lower-compression pattern that included open-chamber 4V heads.^[5] The open-chamber heads exhibited superior emissions characteristics and were required to run across the more stringent emissions standards for 1972 and beyond.^[1] The "351 CJ" high-performance engine included a different intake manifold, high-lift, long-elapsing camshaft with hydraulic valve lifters, unlike valve springs and dampers, a 750-CFM spread-bore 4300-D Motorcraft carburetor, dual-point distributor (with 4-speed manual transmissions only), and iv-bolt principal bearing caps. These engines also featured induction-hardened frazzle seats for use with low-lead and unleaded gasoline.^[5] This engine was unlike from the 1970-71 1000-code 351C having a more than ambitious camshaft, a spread-bore carburetor, a 4-bolt block^[15] and the lower pinch allowed regular fuel to be used.^[18] Information technology was rated at 280 bhp (209 kW; 284 PS) for all 1971 applications. For the 1972 model yr, the just modify to the engine was a retarding the camshaft events past iv°.^[1] The engine was rated at 266 hp (198 kW) (SAE internet) for 1972 when installed in the Mustang, and 248 hp (185 kW) in the Torino and Montego.^[5] An increment in the combustion chamber size and the use of smaller valves occurred in 1973,^[i] which reduced horsepower to 246 hp (183 kW) for the four-barrel for the intermediate Fords, though it still retained the higher 266 hp (198 kW) rating in the Mustang.^[five] The 351 CJ (at present referred to as the "351 4V") was rated at 255 hp (190 kW) in 1974 and was simply installed in the Ford Ranchero, Ford Torino, Mercury Montego, and Mercury Cougar.^[14]

Replacement [edit]

Production of the 351C concluded at the stop of the 1974 model yr. 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 cake from the 400 V8 engine.

351C engine specifications nautical chart [edit]

351 Cleveland engines ^[1]

Lawmaking	Engine type	Years	Compression	Combustion Bedroom	Camshaft Duration	Camshaft Elevator	Tappets	Main Bearing Caps	Notes
H	351C-2V	1970–1974	Low	Open Chamber	258° I/266° Due east 32° overlap	0.400" I/0.406" Eastward	Hydraulic	2-bolt
M	351C-4V	1970–1971	Loftier	Closed Bedchamber	266° I/ 270° E 34° overlap	0.427" I/0.427" Eastward	Hydraulic	2-bolt
R	351C-4V "Dominate 351"	1971	Loftier	Closed Bedchamber	290° I/ 290° E 58° overlap	0.467" I/0.477 E	Mechanical	iv-bolt	Rare
R	351C-4V HO	1972	Low	Open Bedchamber	275° I/ 275° E 35° overlap	0.491" I/0.491" Eastward	Mechanical	4-bolt	Very rare[14] [19]
Q	351C-4V CJ	May 1971 – 1974	Low	Open up chamber	270° I/ 290° E 48° overlap	0.480" I/0.488" East	Hydraulic	4-commodities	cam timing retard iv° in 1972, compression reduced in 1973

400 and 351M [edit]

400 [edit]

Past 1970 the 390 V8 FE engine was becoming outdated. With pending emission requirements, a more than 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 equally a replacement for the 390 V8.^{[5] [20]} Ford billed the 400 as the 351C'south 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 Atomic number 26 V8 Engines and the 385 Series Ford V8'due south.^[21]

The Ford 400 engine was based on the 351 Cleveland. It had a one-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 merely it really displaced 402 cu in (half dozen.6 50). To accommodate the longer stroke, Ford engineers increase the block deck meridian to ten.297 inches compared to the 351C's nine.206 inches.^{[five] [11]} Equally a issue, the 400 used longer (6.580 inch) connecting rods than the 351C (5.778 inch), simply it retained the aforementioned connecting rod-to-stroke (ane.65:1) 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.^[v] The cylinder heads for the 400 were the aforementioned as those used on the 351C-2V, having the open up combustion bedchamber with smaller 2V sized ports and valves. All 400s were low functioning engines that ran on regular fuel and all used a 2-barrel carburetor, a cast-iron intake manifold, and small port 2V cylinder heads.^{[11] [5] [22]}

The 400 was designed equally a high torque, depression RPM engine that was a smaller, more than efficient and lighter alternative for the big Ford 385 engines, the 429 and 460, for use in Ford'south medium and large size cars. Weighing but eighty% of a similar big-cake,^[23] it was originally available in Ford'due south Custom, Galaxie and LTD lines, and in Mercury Monterey, Marquis, and Brougham for the 1971 model year. For 1972, it was too available in the Ford Torino, Mercury Montego and its variations through 1979. Past the belatedly 1970s it was also available in the Ford Thunderbird, Ford F-serial pickup trucks, the Lincoln Continental, and Mark 5.

Dissimilar the 351C, almost all 400 blocks used the large bellhousing bolt blueprint used by the 385 family big-block and were typically equipped with the higher torque-capacity C6 transmission. In that location were a small number of 400 block castings produced in 1973 with the dual bellhousing patterns. It had the big bellhousing and the small bellhousing bolt blueprint used by the Windsor V8 family and the 351C, though it was not necessarily drilled for both. These particular blocks take been dubbed the "400 FMX" by enthusiasts, though were never officially referenced as such by Ford.^[24] Virtually 400'southward also had unique engine mount bolt pattern merely these 400 FMX blocks had provisions for both 351C-style and 400/351M engine mounts.^[25] For 1972, the compression was reduced through the use of dished pistons. The compression reduced again for 1973 and a new timing prepare retarded the camshaft timing 6° to aid with reducing emissions.^[22] 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.^[22] The 400 was re-tuned past Ford in 1975 to use unleaded gasoline with the add-on of catalytic converters to the exhaust system.

The evolution of the 400 V8 led to a significant design flaw that remained with the engine throughout its product life. With a longer stroke, the compression ratio became excessively high with the 351-2V heads and apartment top pistons. Ford engineers reduced the pinch ratio past using a piston with a compression acme that was besides curt and this led to an excessive deck clearance of 0.067" compared to a 351-2V at 0.035" .^{[21] [26]} In 1971, this method of reducing compression was sufficient due to the college octane leaded fuels. However, once lower octane unleaded fuels became used the excessive deck clearance lead to issues 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. Yet, the 400 V8 obtained a reputation for beingness decumbent to detonation.^[21] 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 "nix deck" deck clearance.^[27]

351M [edit]

Engine dimensions ^[i]

	351C	400	351M
Nominal master begetting size	2.750 in (69.eight mm)	3.000 in (76.ii mm)	3.000 in (76.2 mm)
Rod length	five.78 in (146.8 mm)	6.58 in (167.1 mm)	half dozen.58 in (167.1 mm)
Rod-to-Stroke Ratio	1.65:1	1.65:ane	1.88:1
Deck height	9.206 in (233.viii mm)	10.297 in (261.five mm)	10.297 in (261.5 mm)

When the 351 Cleveland was discontinued afterward the 1974 model year, Ford needed some other engine in that size range, since production of the 351 Windsor was not sufficient. Ford took the 400 engine's tall-deck block and installed the 351 Windsor crankshaft^{[ citation needed ]} resulting in a shorter iii.5 in (89 mm) stroke crankshaft to produce a 351 cubic inch (5.eight L) engine. The 351 Windsor and 400 Cleveland shared the aforementioned primary journal size and cylinder diameter spacing, so the crankshafts were interchangeable.^{[ citation needed ]} This crankshaft was not the same as a 351C, in that it used the larger 3.0 in (76 mm) master begetting journals of the 400 V8.^[5] To recoup for the shorter stroke the pistons for the 351M have a taller pinch height, so that information technology could use the same connecting rods as the 400. The result of the 351M using the longer 400 connecting rod was a college connecting rod-to-stroke ratio of 1.88:1 than the 351C and 400's of 1.65:i.^[i] Other than pistons and crankshaft the 351M shared all of its major components with the 400, and it likewise used the big 385 Series style bellhousing. The 351M was just ever equipped with a ii-barrel carburetor and open bedchamber small port 2V cylinder heads.^[22]

351M product 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 cake designed by Ford^[28] until the introduction of the 7.3-liter "Godzilla" engine for the Super Duty trucks in model year 2020.^[29]

Light truck usage [edit]

For the 1977 model year, Ford replaced its Atomic number 26 big-cake 360 and 390 engines in its light truck line with its new 351M and 400 engines. For light-truck utilise, a transmission transmission could be ordered for the offset fourth dimension 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 pinch ratios from the car engines, truck specific intake and exhaust manifolds, camshaft with more than lift, and timing set that did non retard the camshaft timing. The strengthened engine block was introduced to the Ford cars for the 1978 model year.^[21]

Block-cracking bug [edit]

The 400 V8s 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.^[22] The 351M introduced in 1975 shared the same block as the 400. The 351M and 400 blocks bandage at the Michigan Casting Center prior to March 2, 1977 experienced water jacket cracking issues above the lifter bores. The nifty was caused past an internal coring problem when the blocks were cast. The consequence was horizontal cracks approximately i" higher up the lifter bore.^[26] After March 2, 1977, the blocks bandage at Michigan Casting Middle did not take bug with cracking.

351M/400 identification confusion [edit]

There exists contend equally to what Ford meant past the "Chiliad" designation of the 351M. Some claim the "M" stands for "Modified" - being modified from a 400-V8 with a shortened stroke - though others merits that the "Yard" refers to the Michigan Casting Eye, where the 351M began production. Some say that the "M" designation has no official meaning, and that information technology was merely Ford's way of distinguishing the 351M from the 351C and 351W.^[30]

Besides, Ford's utilize of the 400 block in the creation of the 351M engine has resulted in the 400 mistakenly existence referred to equally 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 "1000" designation. Further defoliation arises from Ford printing "351M/400" on the emission stickers for the engine. The "351M/400" referenced the engine family, and some confused this with the engine name. This sticker also listed the engine displacement below the engine family. Ford'due south official proper 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 low-cal-trucks until 1982. Reduced need for larger engines due to tightening Buffet regulations led to the abandonment of the 351M/400 and the Cleveland product line. By 1980, mid-sized V8'due south 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-serial V8's no longer had a need to exist produced.

In addition, at that place were difficulties adapting the M-block to the second generation of emissions controls. Different 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.^[31] 1 requirement of the second-generation equipment was an oxygen (O₂) sensor in the frazzle, 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, at that place was nowhere for the O_two sensor to become.

302 and 351 Cleveland (Australia) [edit]

Note that there was also a 302 "modest cake"

History [edit]

During the 1969 Model year, Ford of Australia imported approximately 17,000 302 Windsor and 351 Windsor V8'southward. Nonetheless, the 351 Windsor was phased out for 1970 in favor of the newer 351 Cleveland. The 351 Cleveland engines continued to exist imported from the Usa 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 United states of america engines, the 4V versions used the airtight "quench" chambered heads and used the larger ports on the cylinder heads.^[ane]

In November 1971, Ford of Australia began to manufacture the 335-series V8 locally at the Geelong engine constitute. They produced both the 351C-2V and 351C-4V engine forth with a short stroke version displacing 302 cubic inches. These new locally congenital engines replaced the previously imported 302 Windsor and 351C from the U.s.a.. Initially, the cylinder blocks were imported from the USA, while the remaining parts were manufactured in Australia at the Geelong Ford Foundry. In 1973, Ford of Australia received word of the fact the Ford of United states was stopping production of the 351 Cleveland engine later on the 1974 model year. As a result, Ford of Commonwealth of australia placed an order for approximately 60,000 engine blocks to deed every bit a supply until Geelong could start producing its own engine blocks. In 1975 Geelong began product of its own engine blocks which information technology continued until December 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-serial vehicles until August 1985. Australian-congenital 351 engines were likewise used by De Tomaso in Italy for the Pantera, Longchamp, and Deauville cars afterward American supplies had come up 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).^[32]

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 (iv.9 50) Cleveland engine at the Geelong engine establish alongside of the 351C. The engine remained in product until 1982 and was only produced in Australia. The 302C was considered an economic system 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 iii.0 in (76 mm) stroke while it shared the two.75" main periodical size of the 351C. The 302C had a 6.020 in (152.91 mm) connecting rod to allow information technology to share the same piston every bit the 351C. This resulted in a connecting rod-to-stroke ratio of 2.01:1, the least desirable of whatever of the 335 serial 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" airtight combustion chamber with a volume of 56.iv–59.four cc, the smallest of any 335 series engine cylinder head. This head used the small-scale 2V ports and valves, making it the only 335 series head with the closed chambers and small 2V ports.^[3]

The combination of the closed sleeping room heads with the small 2V ports has caused the 302C head to be a bolt-on-operation upgrade for other 335 serial V8s. Having the smallest combustion bedchamber of the 335 series V8s, these cylinder heads will easily boost the static compression ratio of any other 335 series V8. In improver, the small ports used on these head are more efficient for a street operation engine, than the large port 4V heads that tend to favour performance only at higher engine speeds.^[33]

351 Cleveland [edit]

Initially, the 351C was imported to Australia from the U.s.. Both the 351-2V and 351-4V were imported and both were in all respects the same every bit the American market counterparts. In Nov 1971, Ford of Australia began producing its own 351C engines, ending the importation of American engines. At the kickoff, Australia only produced a 351-2V engine, but in March 1972 Ford of Commonwealth of australia began to offer a new 351-4V engine with a 4-barrel carburetor. Australia only produced one style of cylinder head for the 351 engines, a 2V head with small ports and open up chamber cylinder heads. Every bit a upshot, the Australian 351-4V engines used the 2V cylinder caput. This required a unique 4V intake manifold with the smaller 2V ports, unlike the American 351-4V intake manifold which used the large ports.^[ane] No 351C built in Australia used the large port cylinder heads or closed chamber combustion chambers similar the U.s. congenital 351C-4V engines.

Encounter too [edit]

• Ford 385 engine
• Listing of Ford engines

References [edit]

1. ^ ^{a b c d east f thousand h i j k l m due north o p q r s t u five due west x y z aa ab ac ad} Hammill, Des (Sep 2011). Ford Cleveland. Dorset England: Veloce Publishing.
2. ^ Schoenberger, Robert (three May 2012). "Ford to close Cleveland Engine Plant No. 2, home of the iconic '351 Cleveland' engine". The (Cleveland) Plain Dealer . Retrieved four May 2012.
3. ^ ^{a b c d e f g} "The Ford V-8 Engine Workshop". Archived from the original on 17 June 2014. Retrieved 22 May 2014.
4. ^ ^{a b c d e f g h i j thousand l grand n o p q r} "The Ford 335 Series V8 Engines (351C, 400, 351M) – It Could've Been a Contender". Curbside Classic. Curbside Classic. Retrieved 22 February 2020.
5. ^ ^{a b c d e f g h i j m l m n o p q r} Sessler, Peter (2010). The Ultimate V-eight Engine Data Book (2nd ed.). Minneapolis, MN: Motorbooks International.
6. ^ ^{a b} Cartech. "Ford 351 Cleveland Engines: Lubrication". Car Tech Auto Books and Manuals . Retrieved 15 June 2014.
7. ^ Pence, George. "351C Basics and Functioning Tuning". Pantera International . Retrieved xv June 2014.
8. ^ ^{a b c d} Pence, George. "The 351 Cleveland Cylinder Caput". Pantera International . Retrieved 1 June 2014.
9. ^ ^{a b c} "351C heads". Archived from the original on 24 December 2013. Retrieved 1 June 2014.
10. ^ "Ford 351 Cleveland Performance Guide: Valvetrain". DIY Ford . Retrieved 11 June 2014.
11. ^ ^{a b c d e} "The Ford 335 Series V8 Engines (351C, 400, 351M) – Information technology Could've Been a Contender, Function 2". Curbside Classic. Curbside Classic. Retrieved 23 February 2020.
12. ^ ^{a b} Petersen'due south Big Book of Auto Repair. Los Angeles, CA: Petersen Publishing. 1976.
13. ^ ^{a b} 1971 Ford Mustang (Sales Brochure ed.). Ford Motor Company. 1970.
14. ^ ^{a b c} Traver, David (February 2010). "Last of the Hot Rods - 1973 Ford Mustang". Hemmings . Retrieved 3 June 2014.
15. ^ ^{a b} "351 Cleveland". Boss 351 Registry . Retrieved three June 2014.
16. ^ "Welcome to the Boss 351 Registry". Boss 351 Registry.
17. ^ "Musculus Car Engine Shootout - Ford Dominate 351 Vs. Chevy LT-i 350". Hot Rod Magazine.
18. ^ 1972 Ford Torino (Sales Brochure ed.). Ford Motor Visitor. 1971.
19. ^ Only 398 Ford Mustangs with the 351C HO engine were produced according to product data from Ford
20. ^ Sanow, Edwin (1997). Ford Police force Cars. MBI Publishing. p. 63. ISBN978-0-7603-0372-six.
21. ^ ^{a b c d} Resch, David. "The 335 Engine Family". Retrieved xix May 2014.
22. ^ ^{a b c d e} "Bubba's M-Block Engine Workshop". Retrieved 18 May 2014.
23. ^ Farmer, Dave. "Weights and Sizes". GoMoG Workshop Manual . Retrieved 3 June 2014.
24. ^ "Archived re-create". Archived from the original on 6 June 2013. Retrieved 10 February 2013. {{cite web}}: CS1 maint: archived copy as title (link)
25. ^ "400 FMX". 351Cleveland.cyberspace. Retrieved 20 May 2014.
26. ^ ^{a b} Monroe, Tom (1980). How to Rebuild Ford V8 Engines. New York: HP books.
27. ^ Meyer, T. "Pistons". Retrieved 22 May 2014.
28. ^ "Geoff Infield's Ford V8 folio". Archived from the original on 18 February 2006. Retrieved 25 July 2006.
29. ^ Lopez, Jonathan (eight August 2019). "Ford Super Duty seven.3L Godzilla V8 vs. GM, Ram V8 Engines". Ford Authorisation. Us. Retrieved 5 Oct 2019.
30. ^ "History of the Ford 351M/400". Retrieved 19 May 2014.
31. ^ Resch, Dave. "Demise of the M-Block". Retrieved 22 May 2014.
32. ^ Heitz, Rudolf, ed. (1 August 1986). Car Katalog 1987 (in German). Vol. xxx. Stuttgart: Vereinigte Motor-Verlage GmbH & Co. KG. p. 120.
33. ^ "Aus Ford Parts". Retrieved 22 May 2014.

External links [edit]

• Short descriptions of Ford overhead valve V8 engines
• K-Block Ford V8 Workshop

mylerentils.blogspot.com

Source: https://en.wikipedia.org/wiki/Ford_335_engine

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