Hi folks, hailing from Australia. We've had a strong following of Clevelands over here over the years due to Ford Australia producing its own version of the Clevo. We started making them from '72 onwards; the 351 and a de-stroked 302 version, same bore/stroke as the 302W. Think of it as what a 351M is to a 400. It used unique crank and rods. Our blocks were based on the "square" casting (71 onwards), but the US tooling was unsuitable for our iron which was extremely hard and caused premature tool wear. Our tooling had to be revamped to suit. We had many Ford Aus parts unique to our market, for instance: 4-barrel square bore manifolds with 2V ports, (73-76), spreadbore were made from 76 onwards for both 302 and 351. All 302s and non-GT 351s were 2-barrels up until then. These 4 barrel manifolds were good for maybe a shade over 400hp. Imported 4V engines were fitted to GT Falcons until 74. The 302 used a uniquely cast head that didn't exist in the US. The head was a 2V but had closed 58cc chambers, smaller than the early 4Vs. These were highly prized in the US before affordable aftermarket ones became available. 302s also had longer 6.030" rods, which are also handy to use in a long-rod 351 build using specific ACL high-gudgeon pistons. All Aussie blocks were 2 bolt mains except for some later "pillow" blocks intended for NASCAR use. These had enlarged water jackets, beefier pan rails and filled-in webbing around the main journal area. The special run of NASCAR blocks were largely rejected due to excessive core shift. They were instead used in F-truck ambulances and DeTomaso Panteras until stocks ran out in 1988. The last Falcon/Fairmont with a Clevo left the factory in late 82. The idea of a 302C sounds goofy just to have a smaller V8 option but with the reduced torque, they could use the smaller 6-cylinder drivetrain behind it (instead of toploader/C6/9 inch) to keep build costs down. I have a 302C in my 82 wagon, and it goes ok. Ports probably too big for that displacement in a daily rig but does make the right noise 😁👍🏼

A few notes from memory, I worked on these in Winston Cup in the mid '70s. The Windsor has a higher deck (I think .900) than the Cleveland or the 302 which were the same. You can put the Cleveland head on a Windsor but it takes a lot of work. The guy I worked for was Parky Nall. He developed what he called the "Windsor Boss". To put the head on, I first plugged the water passage to the block with a pipe plug. Then I drilled and tapped new water passages in the front of the heads and we made a water manifold from copper tubing . Spacer plates are required for the intake manifold (I think they were aluminum about 5/8" thick) We used various manifolds from the Boss 302 and 351C. We used the Windsor blocks because with the improved casting process of the Cleveland block, the cylinder walls were too thin for racing. We tried the Cleveland block but always broke cylinder walls. I also added 4 bold caps to the Windsor blocks. On short tracks we could get away with the cast Windsor cranks, but in Cup we used aftermarket billet cranks. On the Boss head we did not really touch the intake ports as they were too big for even Talladega or Daytona. That is the main reason the Chevys won more on the short tracks then. These are the main things I remember doing to build that engine. We were a job shop located in Charlotte, and were not connected with any one team. We built Ford and Chevy engines. We built the engine on the pole for the '76 Daytona 500 (Ramo Stott - Chevy) 550 HP. The Windsor Boss we were building at that same time was 575 HP.

Windsor is in Ontario, Canada not Michigan. Ford FE engines (Ford Edsel) and came in 11 different displacements, also spattered in there was 4 displacements that were tagged FT (Ford Truck) the FE was intended to be the replacement for the Y block. FE displacements range from 330 to 427. Introduced at the same time as the FE was the MEL (Mercury Edsel Lincoln) engine that looked like an oversized FE and had displacements from 383 cubic inches to 462 cubic inches and a Super Duty an engine made for truck with a displacement from 401 to 534 cubic inches.

Thanks for the videos! The industrial engines you mentioned...when I worked in a machine shop years ago, I built several 361 and 391 FE series engines. They had 4 ring pistons. I also built a 500ci. The block was very similar to the 6.9/7.3 diesels with an oil galley right above the pan rail and a similar oil cooler as well.

My favorite is a 302 stroked to 331, a girdle and AFR's and your livin the dream.

351W - Ford plant in Windsor, Ontario, across the river from Detroit, Michigan.

Thank you for this very informative video. Between my wife and me we've owned a 1966 Mustang coupe 289, 1969 Mustang Mach 1 351W, 1973 Mustang Mach 1 351W. Now we have only an 1993 F250 Crew cab 460 to pull our trailer.

I wish I could take your ford kniwledge and plant it in my brain. Keep up the videos. You’re teaching me a ton that the majority of people don’t even know to teach

Had a 88 351w. 400000kms, owned by natives, a contractor and then me. Drove a 6000km trip and used 1 litre. Never let me down in the 4 yrs I had it. Awesome power in my 2wd and would scare my passengers..haha.

I had a 76 Ford F100 with a 360, I loved that engine!

A wealth of info, have always wondered about the differences.I just purchased a 71 Boss 351 Cleveland,complete except for intake and dist.{literal barn find].for 350.00 no damage!,can't wait to rebuild it....Thankyou

I built a 400m for my 76 F100 two years ago. Bored 30 over, thumper cam, (non roller) upped the compression, edelbrock performance intake 650 cfm carb, balanced rotating assembly, Headman headers. Had a local speed shop do the heads. Hardened seats, stainless valves, matched springs to cam. Interestingly, these were the smog heads and they work pretty well. Edelbrock now makes aluminum heads for these motors. I've never had it on the dyno but I'm guessing 350-400 hp. I got the rotating assembly from T. Myeres in Minnesota. I'm gonna keep tabs on your progress with your 400 build. Cool vids, thanks! -Jim

We can thank the Australian after market for keeping the Clevo alive!

Thankfully now days (2019) there is an enormous amount of aftermarket support for the small block ford w and c families. John Kasse has a head called the p38 which is basically a nice Cnc ported deal for a Windsor that uses the canted style valves like a Cleveland. Most windsor guys I know basically jump right to trickflow high ports for their engines but I am curious to see how those p38s would do.

Thank you for taking the time to make these videos, understanding the differences is very useful. note; if you can find a cheap engine with low compression (like the 351M you feature for $50) but it still has a strong bottom-end, it might take turbo/super charging well...

Thanks you confirmed alot of questions I've had since the 70s

You forgot to mention that 351c heads can be mounted on a Windsor block so long as the proper intake is used. Hence the Boss 302

The 351M/400 is a BEAST!! Get yourself a 400 crank, .030 bore and took now have a 408 and torque in abundance!!

From what I can remember the Cleveland assembly plant used different heads, different valve style and cooked the blocks to a higher temp. There was also a difference in the valve cover bolts and the mains if I remember right. The bottom line for me was the higher block temp. Supposedly the Windsor's came factory with a little bit more power via the cams. Anyhow, thanks for clearing up some stuff. Great channel.

Awesome info. Thank you. I've owned/swapped cars and trucks with 302s, 351M, 429, 460 and 428. They were all pretty low power (stock) engines except the 428, which was a monster. My buddy built his 400 and it was a beast. We used to race his 4x4 F250 on 33s against cars and win often. It was the early 90s so cars weren't as fast as they are today, but it was always great seeing the look on people's faces when that giant truck would pull away from their trans am-taking their money with it. lol

Firstly, and maybe someone already mentioned it, the Windsor plant is in Windsor, Ontario, Canada, where they also made the Essex engines. You also missed mentioning two of the most famous FE engines, the 427 and the 406. The Cleveland heads came in a variety of designs. The 4V closed and open chamber, the 2V closed and open chamber and the Boss heads which had screw-in rocker studs. For a good street 351 or 302, the 2V has better torque while still making lots of HP, especially on a 302, and in either head, the closed chamber is better due to its quench area. For a large cube motor, which head you use depends on the RPM and what you are building it to do. A 4V Cleveland head can move a lot of air, out-flowing a 427 rectangular port BB Chev, so you can see why it is a good horsepower and higher RPM head, but, also, not necessarily the best head for a street/strip stormer where you want torque and can't use the RPM. Also, for a heavy vehicle or a stump-puller, the 2V may be a better choice. The 2V closed chamber is a rare bird, I believe, only in Australia, where they also had a slightly different 302 Boss head. Australia used the Cleveland a lot longer than in the US, probably due to laxer emission regulations. The 351W head everyone used to want is the 1969 4V head. It can be identified by 4V cast into it and adjustable rockers. Later on, everyone started looking for the GT40 head, which can also be found on some trucks. Also, 351W has two different deck heights, so if you are building one, be sure to know which one you have before ordering pistons. I built one with the tall piston in the short block and the piston stuck out of the block a few thousandths. It went over 100,000 miles in a delivery truck and the owner was very impressed with the torque, but, in a performance engine, it probably would have destroyed itself at higher RPM.

had a 1971 ford L T D with a 351 / windsor just a great engine small but packed with dependability assurance . one of the best little engines i have ever had . i would like to have that car back . (GB) ~~~~~~~ (MULDEW) gary b . ☆

I thought i knew everything about the Windsor and Cleveland engines,until now, still cant remember everything iv watched here, great video

it is a smart man to sort out Ford stuff but they are my favorite I subscribed I like your teaching. love your videos

I had a mid 1970 xw gt with a 351 clevo top loader and that thing done 140 mph it was a beast .just had no brakes

My dad and I back in the early 80's rebuilt a 77 400. We only did a mild performance makeover on it, as it was for our F-250. Huge difference with bumping the compression to 9.5:1, mild truck cam. Kept the stock 2V carb That truck would smoke the back tires like no tomorrow! I think these engines are hidden gems. I think the early smog controls neutered them

Very interesting imformation I never new any of the differance of the Windsor or Cleveland motors.Thanks a lot

Excellent educational explanation that answers a lot of my questions. Thank you!

"Clevors" are easy builds and so worth it. Stroked Clevors = Wow !

the 351 Windsor with the Cleveland is called a cleavor my buddy had one built for his open wheel class it takes a custom ONLY built intake

Thanks for the time in doing what you do ! Always love your content

awesome video man. very knowledgeable. thank you taking the time and delivering the video to the masses for budding Ford enthusiasts to see.

Now they make cleveland blocks with a taller deck for stroking to 400 or more cu in. love the cleveland

back in the late 70's early 80's I thought the 351C was the engine to have so I bought-almost-everyone I found. Now I have A LOT of 351C's.

Thank you for sharing this informative video. I look forward to viewing your future videos.

Great explanation of the Ford Heads ! I built a 351M out of mu 77 Ford LWB truck. The truck was great for towing a car trailer or loaded down till the rear bumper drug the ground. Before I built the engine you couldn't push it out of a tree, no guts. After it was built it was great for the above mentioned labors.After the build no matter what you did to the truck it got 16 mpgs towing, loaded, A/C on or off, up or down hill or sitting in the driveway not running 16mpgs. I found tons of aftermarket parts Comp Cams RV cam & alot of the aftermarket performance parts I still have some. I may save them to build another one since you shed a lot of light on the 351M. The body & frame gave out before the motor & transmission did ! Great truck !

Where is Windsor Michigan? Can’t find it on any map. I do know where Windsor Ontario since I grew up in nearby Kingsville. Boss engines came from Cleveland.

Multiple engine builders since the introduction of the canted-valve 351C ran into an apparently forgotten serious design flaw of the canted valve engines. (Note: Steve Christs book writes of this). This particular head design has the exhaust valve port turning 120 degrees, from the floor of the port to the point perpendicular to the valve. This sharp turn exiting the valve "stalls" the airflow, creating a turbulent flow along the bottom floor of the port...effectively making the port only 66% effective. Engine builders in the early "Pro-stock" series found by milling away the entire exhaust port, fabricating entire new ports, welded & machined in, changing the exit angle, could they get good flows from those ports...in stock configuration, getting good airflow is impossible, severely limiting power output.

Thank you! I've never known the differences between these motors. This is very nice! Good job.

When my '79 Bronco needed rebuilt I did basically what you are suggesting: 400 crank/rods/flat-top pistons/Cleveland heads/Edelbrock Performer manifold/Carter 4bbl, recurved distributor/headers/Magnaflow exhaust with a crossover/RV cam/slight lift on body. The thing had the four-sp'd trans and I rebuilt the rear-end with 31 spline axles. Wonderful rig with a ton of torque.....that long stroke really made a difference in grunt. Whenever it snowed quite a bit I would go up on the interstate with a couple of log chains and pull guys out of the ditches.....that rig would move anything. They usually expressed their gratitude.....$$$. Don't forget the 332 in the FE series and you might mention that Ford, by putting the 429 into the Mustang, screwed up the exhaust runner in the heads due to the engine having to fit between the shock towers. It makes nearly a complete U-turn....very bad. When I build 460's I ported the exhausts by leading the flow to the top of the port and Devcon-F the lower part of the exhaust in the head.....it's a dead area , anyway and this helped keep the velocity higher in the exhaust and improved scavenging with headers. What I should have done....if I had the money....was go with good aftermarket aluminum heads. I put hours into those damn cast iron heads. I think the DOVE-C heads were the best for the 429/460's. Keep the Faith.

Given the choice I would opt for the 429/460 , especially for a big car or pickup.

"The guy who thinks he know everything, run away from him because he going to brake things and hurt people" love it ha ha ha ha that funny can i quote you on that?

I have a 351M on my 1980 Ford. It was rebuilt before I purchased and restored it. Great video!

always wondered-good to know, thanks. great vids, looking out for more on the build

My dad had a '70 Torino 351 Cobra Jet, pretty fast car. My 69 Chevelle SS 396 (350hp) ran about 3 car lengths slower in the 1/4 mile. I had a '78 Bronco with a 351 Modified, It wouldn't pull a greasy string out of a cat's ass.

I have read that the Cleveland block is not as strong as the Windsor. Saw a striker build in a magazine where they went 434 cu. in. and used the Windsor block with Cleveland heads I believe.

Great video! Thanks for all the info, it cleared up quite a bit of confusion.

Thank You I'll will definitely be watching. I own a 1977 f150 4x4 with the 351 modified. I'm going over the whole truck I have worked in restoration shop's and I like to keep things as original as possible up to a point where performance is drastically affected. I'm not a motor guy in that I can do what you do. But most everything else on the truck I will do myself. I do want to build this engine however and from what I've learned so far your assessment of the 351 modified is correct. And yes the intake manifold is better suited as a boat anchor. I pulled mine off because I suspected I was losing vacuum. And it wasn't just very old gaskets leaking it was a Friday when they cast the manifold. It was very poor. It had been sucking air from day one through holes and pitting. I didn't have the money to start the whole engine build then and was already invested in rebuilding, overhauling the transmission and transfer case etc. So I did a very careful JB weld repair and it runs way better. The idle is steady, I immediately had to back the idle adjustment down. This engine had been sick all it life. I can't wait to get into it and build whatever configuration will work best. I was leaning towards the edelbrock manifold and 4 barrel carb before I watching this video so now building a true 400 is definitely an option.

On the street the Windsor was the better performer in stock form.The Cleveland could make more hp at higher rpm but you had to put on headers to really make them run. I have had both and I prefer the Windsor overall.I have also built a number of both, and the Cleveland can make a lot of hp.

edelbrock makes heads cam and intakes even duel 4 barrel carb intake for the 351 m making up to 480 horses

great video explaining Ford engine families. Def going to follow this build.

I had a 1970 Galaxie with a 400 Cleveland. Tiddled up the heads at school. Also had non-adjustable valve train. Great driver back in the day.

Dont forget the 69 & 70 BOSS heads .Very hard to come by .Basically ,Cleveland heads with bigger ports and smaller chambers !

I had a '73 Mustang Grande with a 351 Cleveland Q Code. I have no idea how they compared with the regular 351 Cleveland but I not it was probably the fastest car I ever owned.

Winsor, Ontario Canada across from Detroit, MI. Love the video thanks for showing us the differences in the Ford 351's.

Hi, Just want you to know that your videos are very informative and helpfull to me: I lecture 'Internal Combustion Engines' to 5. semester mech. engineers here at South Danish University (Denmark) and I must admit that my practically ICE knowledge is not so extensive than yours :-) so many of your comments and input regarding specific design solutions related to for example piston designs & materials, head designs, valve configurations etc. are very helpfull for me to bridge the gab between theory and practice. If you ever plan to visit Europe you are most welcome here in Svendborg, Denmark! Br/Mads Willum

Hi Myvintageiron, ' "Question" Would a set of 351C heads D3AE-G be a good choice for my 351M. Thanks, -Ed

i seem to remember hearing that Ford was infamous for having a bunch of engine designs that did not interchange with each other...this seems to verify that ....

good vid tks. Looking forward to watching the build. I own a 65 289 block with newer windsor heads installed.

Only owned a couple Fords in my 68 years. 20 years ago I bought a '77 Thunderbird. That was a very good running car with 351 Windsor. A pleasure to drive, ac so cold you needed a sweater when it was 110°. 6 years ago I bought a '97 F150 with 4.6 and with 200,000 miles it today runs like a dream. Under the hood it says made in Canada.

Easiest way to wake up a 351/400M is to find a set of 351C 4V heads with the smaller combustion chambers. The 351C guys don't want them because the chamber is to small for high RPM power, BUT, if you stick them on a later 70's 351M, it bumps the compression up close to 9:1, and makes a BIG difference. The 4V heads can be found pretty cheap usually. There are better/more potent options, but then they cost more $. If you are just trying to make a snappy V8 on a budget, a 351m with 4v heads won't dissapoint.

1 thing you didn't mention was that there was 302 cu Cleveland which was available in Australia and New Zealand .

My kind of video....all info and straight to the point. It also highlights the insanity of Ford in having so many block-head-manifold variations, while other makers tried to have just a few series of engines. Good video.

I've never been a Ford guy. They changed SO many things every year it seemed like. I have a 55Chev Sedan Delivery that I bought for my HS graduation in '68 for $600. It was so easy to find parts for. Thanks for explaining a lot of the differences, I've always thought the 351Cleveland was one the best tricks that Ford ever made. Buddies told me that there were a lot of 2 barrel ones in various bodies that were fairly cheap. (way back when) Fords were just as fast as Chevys for the same CI, it just seemed that it took a lot more money to go the same speed. To each his own. They are ALL expensive now. lol Great channel, I am subscribed. Keep it up, you're a virtual fountain of info. I really like how you do pretty much all brands of my age of engines, '55ish - '99ish.

to bad the Australian 351 isn't mentioned they had the better heads becouse the Emission regulation doesn't came that early

The 400 was a beast when built correctly......

Thanks for posting, it's been over 20 years since I heard anything about these motors, your spot on thanks and keep it coming, I have a set of those 69 Cleveland Heads, you can drop an egg through those valves, I also have a 69 351W that's a good motor 30 over!

Loved the closing music... Haha. Subscribed. Interested in seeing the build develop. Great video. Thanks! Have (2) 351 Cleveland blocks and sets of heads. I understand there were 2 barrel and 4 barrel heads. Would be another good video!

They did make a 4V intake that would fit a 351m 400 engine, it was Available in the 1977 police interceptor. It is real rare But there are pictures of one on the Cleveland's forever 54 Web sight! If you are planning on building a 351 M engine the best way to improve it is to add the 400 Crank and you have a factory stroker. The advantage of a 400 is the piston deck height is the same as a 351 Cleveland all that needs to be done is Bush the small end of the rod down to .912 ' to match the Cleveland piston pin.

The Cleveland borrowed many design cues from the BOSS 429 - HUGE ports and valves - plus, the Cleveland had the highest compression ratio of any Ford High Pereformance engine at 11.4:1 (source Ford 1970 model specs sept. 1969) That 351C became the workhorse of the '70's. It's my favorite Ford engine, with the good old 289 a close 2nd!

Man! Your dead on. My father is a 60 year master mechanic. Accredited through every manufacturer to date and he says you know what your talking about. He's big time Ford. I use everything that's built well myself and it's good to find a very good mechanic out there for the truth on today's makes.

I had a 400ci in my 1979 Ford F250 truck, which broke an exhaust valve spring, put the cylinder on TDC and used compressed air in the spark plug hole to change out the spring after compressing the valve to take out the keeper. I changed all the valve springs this way with new springs and it ran very well after that! I guess the springs going bad were very common as I also knew other people who had the same problem.

would love a vid on the "obscure" Chevy 400 sbc

When you mention 390 low, medium, or high riser heads/manifolds you really mean 427 FE. A pure race motor with a 4.23 inch bore and a 3.78 inch stroke.

I'm not a big Ford fan, but do remember in 1969-71 the Cleveland 351 was a screamer and had power to boot. Great motor also with a 4 bolt main.

the head to get for the M was the Aussie one with the small intake runners and big valves. Also you can narrow down your mopar slant 6 rod and put in a Cleveland crank with rod and main journal spacers to reduce the parasitic drag on those surfaces. Then you need to have a set of custom hypereutectic pistons made with a short wrist pin height. There was one year (maybe 1974) that had the small bell housing bolt pattern. Also a couple years had tendency to crack in the valley when making big HP so you want to avoid those. Its not too difficult to drill and tap these for 4 bolt main (and I think some of the truck motors had them already). Considering most of the C6's had a fair bit of parasitic losses better power can be delivered to the ground with the C4 (if you can find the one year that will fit the bell housing) or go manual. I believe some of the motor home EOD transmissions will fit the big block bell housing and they can be special built to be pretty decent (but stock they suck)

The guy that knows everything is gonna break stuff and hurt people, aint that the truth, i know a couple of these guys lol

It's really funny when millennial kids see "351-4V" (4 VENTURI (4 barrel) on older Ford air cleaners and think that the engine has 4 valves per cylinder. LOL.

The 351C really was a nice engine. I had one in a '53 F-100 with an FMX and a Lincoln crossflow radiator. Literally purred like a kitten and I'd drive it anywhere, but kids and all came along and I sold it for ~$1,200. I really wasn't up to the bodywork, but it was terrific as a work truck and if it had been today, a perfect rat rod.

Thanks, So Kindly... Your knowledge is greatly appreciated😂

351w had strange harmonic vibration issues in marine engines . Did not last very long. 302 smooth. 351C was a great motor.

I run a 351c 2v in my 71 Torino. Love it.

Thanks for the education, learnt a lot through you.

As others below have mentioned there was another Cleveland block, the 302 and 351 Geelong thickwalled block cast in Geelong, Victoria Australia. These blocks did not suffer from casting cracking at the webb at rear like the Usa thinwall casting. The Australian 302 cu Cleveland, yes a 302 Cleveland was a destroked 351 , 3' stroke and 6 inch rod and had a 53 cc chamber head with the 2.02 intake valve, the Australian 351 heads had either 62 cc chambers or the big valve 58 cc 4v ported heads. The reason for the 302 was to delete having to supply a Windsor as a small block option and utilise same or similar components as the locally produced Cleveland. Ford F'series pickups F100, 150, 250 and 350 from 1978 - 1984 (i think) were fitted with Clevelands also. Place the small port 53 cc heads on a standard 8.9:1 or (9:1 or std Australian 9.5:1 351 block and voila an 11:1 comp very torquey engine that needs 100/130 Avgas but produces easy big hp. The HO 351 was also supplied in Australia in the 1972 - 1975 Ozzie GT Falcon 4 door, 10.75:1 comp and an underated 300hp that would rev to 6500 rpm if I remember correctly. At the time reputedly the fastest 4 door production car in the world, 145MPH ! You probably W'ONT see these Australian blocks or heads in this video.

The original FE motor available in September 1957 was 332 cid

I'm sure this motor is already done by now.....but, the difference in a 351m and a 400 is crank and pistons. rods are the same. IMO id always use a 400 crank in these particular 335 series motors. Why not, a simple factory crank swap buys you an easy 50 cubes.......with some good heads and pistons, along with a good cam and non factory retarded timing set. 50 more cubes is a big performance potential. the 400 can be a great sleeper motor with the right parts on it.

I LOVED my 351m400 that I had in my '78 Bronco . TONS of power with a 14 to 1 compression . LOVED LOVED it couldn't kill it .I would totally have another one

Great video,people have written whole books on all the different Ford v8's. But this covers most of what folks would need to get going in the right direction. I always wanted to do a FE in a early Mustang myself but never got around to it.I feel they're a underrated engine myself. The combo you're building as you said makes a good rat rod style motor.But they're also a great choice for a rock solid reliable truck combo on a budget,especially because they use the big block transmissions ;) I always find your advice to be spot on but one thing I'd add is the Windsor was actually manufactured in Windsor Ontario Canada,granted the plant was just a few miles from Detroit across the bridge and the same goes for the Cleveland series,they got their nick name from the Ohio plant where they made them just outside of Cleveland OH But I'm not here to nitpick its another great video that's rattled some cobwebs around in my head and I really think this will be helpful to a lot of people.There might be in depth comparisons between 2 motors scattered about out there.But I've never seen them all in one place.With the major stuff layed out in such a way.

There are open chamber and closed chamber 4V Cleveland heads. The ones in the video are open chamber

Years ago I used to have a 351 Cleveland with 4V (stamped on the) Heads; in Australia. Those intake ports were huge, probably (if not bigger than, then) as big as a BB 454 Chev. Built right those Cleveland engines were awesome, and in my opinion better than Windsors; although I concede Windsors have a stronger USA aftermarket. For the street, the 4V heads were too much and you could build a better engine by swapping out the 4V heads for 2v heads, but then most guys didn’t like to do that because it sounded better to say you had Cleveland 4v heads and let everyone see the “4V” stamp on the head’s corner when the hood was pulled. The Australian Ford GTHO (running a 351 Cleveland with 4V Heads) was the fastest production 4 door sedan in the world there (USA included) for a while there in the 70’s; until (I think) the AMG came along. In Australia - back then - not much came close to that car and particularly that engine. I had quite a few friends that had 351/302 Windsors and Clevelands (some of them also drag raced), and by far the stronger and more reliable engines were the Clevelands. The Winsors would often blow bottom ends and they suffered from volumetric efficiency issues when compared to the breathing (heads) capabilities of the Clevelands. This - in my opinion - was why/how the Boss engines came about.

Thanks for the vid. Looking forward to this build; I've got a set of closed chamber 4v Cleveland heads that I need to use. I may copy your 351m build.

love your video's ! straight up, no profanity, don't dog the parts too much... good guy !

Hey man, I have a 4 barrel 351M/400 intake. They do exist.

This is why I'm a Chevy guy. Big blocks bolt up exactly the same as the small blocks, same mounts, same bell housing. Yeah, some of the older Chevy engines were different, but they're so rare at this point it doesn't matter. Ford did so many different things, changed shit all the time, nothing matches anything else, it's ridiculous. The only thing Ford engines have in common is that you can get an intake for any Ford engine that works with their good ol' motorcraft 2 bbl. They sure loved that simple little carburetor, they put it on everything for about 30 years or so. Honestly I think those carbs are about the only thing I like about Ford, probably because it's the only thing they ever built that was simple! It makes you wonder why they complicated the hell out of everything else they ever built.

Hey thanks for taking the time to make this. I learned the FE engine ins't a 460. Who knew? Good stuff.

great video thank you i learned a little more about ford engines i didnt know before. i did want to mention though that in the 289,302,351, family ford also produced a 260 or 265 cubic inch motor that used the same basic block design but with different bore or stroke but the bellhousing flange would accept the same transmissions, i think they came in falcolns or fairlanes about 63' or somewhere in those years. thanks again and please continue making the videos

The only guy who really knows everything is God. He's the one you can safely run to!

Bolt the big Cleveland head on the 302 don't forget to drill and plug the water jackets ,then get a boss 302 intake and it will bolt right on ,it makes a very mean small block that will eat any Chevy of Mopar,

Lots of really good GT-40 heads out there on late nineties explorers.

The Windsor is like the "tiny house" phenomenon...it's for people with reduced expectations.LOL ! I once repaired a 72 DeTomaso Pantera that had a 351 Cleveland...it was phenomenal !