FE Power Forums
FE Power Forums => Non-FE Discussion Forum => Topic started by: Hubble63 on February 17, 2014, 01:21:27 PM
-
I have a ford block in my shop and don't no what it is. block numbers are D2AE-ca HELP lol
-
http://www.mustangtek.com/block/Block.html
-
:) thanks 351 Cleveland found it in a dumpster on the way to be scraped
-
Nice find. I like the Cleveland engines
-
its a 2 barrel but still a 351 c now need to find something to use it in lol :)
-
There's really no difference between the 2bbl and the 4bbl blocks. Some 4bbl blocks had 4 bolt mains, but even then the only difference is the caps. Get some aftermarket or factory caps and whalaa ;)
-
Yes there is material to drill for four bolt caps.
And if you build it get a cam with a Cleveland
grind and not with some Chevy grind.
Relativly easy to get 400 hp with 2v heads
I dont know how it is today but in the 80s
people was afraid of 4v heads so they was
almost free. Contrary to their rumor to not
work on the street they do if you dont go
to wild on the duration. They make Power
anyway
-
Like the others said the Clevelands aren't a slouch. Thin wall block that are best bored out no more than 30 thouthands. Dan Jones has tons of Info on them. With the closed chamber quench head 500 HP on pump gas is possible with factory stroke.
-
I dont understand why ford killed the
Cleveland and continued to make the
Windsor ???
-
Weight, physical size and the fact that both engines were of similar C.I.D., hp and torque. Cheaper to pick one (the W) and focus on it and it's easier to fit (width) in more vehicles. That's what the 'word' was back then.
-
Don't scrap it. I'll take it. I build a lot of Clevelands and I actually prefer them over the Windsors. Canted valve heads make lots of horsey-power....
-
I prefer the CL over the w too. Better heads
better bottom end no messing with water
when you swap intake
Think if ford had killed the springtowers
and continued with the CL and made better
exhaust ports and continued to develope it
20 more years instead of the Windsor
Where had we standed today both with factory
and aftermarket parts
Naaa lets scrap this 4 years old modern design...
Or wait!! Lets send it to the underside of the eart
and continue with this 50s design ::)
-
8) what kind of rpms will the c run and stay together
-
Whatever you need....lots of 1/4 milers and road race guys turning them to 7000-8000.
-
Missed a shift and left the scale on the tach :-[(8k)
and it stayed together. But i dont Think it will like it
for a whole day ;D
You got smaller dia.crank bearing so you can spin
the crank faster theoretical than a Windsor
Today i realy dont know with new parts availibel????
Havent built an Engine since the 80s
There was a mustang around here they said he
reved 9500-10000 through the traps if its true i dont know
but that Cleveland realy liked to rev.
it was the whole deal with portplates on the exhaust side
rumored to be an old Prostock engine
-
Had a buddy who built a Cleveland in the early 80's for his 67 fastback. Closed chamber quench 4bbl heads, Bob glidden pistons, custom rockers, .700 lift cam, polished factory rods. Was a dog below 6000 rpm, pulled hard at 7000, insane at 8000 and felt like time warp after 9000. He regularly shifted at 10000. He pulled it apart after 18 years and the only thing wrong was some rod stretch. Car had no street manners and he drove around at 3500 to 4000 rpm.
-
A friend is building one with four weber DCOE s on a crossram intake
raised exhaust ports and a roller cam for a Mustang but his buissnes is taking
up to much of his time so progress is slow
Interesting to se how it works out
-
what type of pistons are they using on the 2 barrel heads
-
Back when I was doing such things, the usual idea was to use flat tops.
KS
-
does any one no of a nice forum like this one for 351 c engines :)
-
Haha, good luck! What other forum could compete? ;D. I'd figure out what purpose the engine will be used for. Then find a good shop to get you started. If it was found I'd get it checked out first, bore size and magnafluxed. It could be junk. There's a lot of info on the net about the Cleveland. Dan Jones might be the Jay Brown of Cleveland engines ;)
-
If you are looking for a good Cleveland/Windsor forum try the 351Cforum.com. Its run by Brent Lykins whom is a member here.
He builds a lot of FE's and Clevelands.
Lots of good info there.
garyv
-
Here is one I found.
http://351c.net/board/
-
does any one no of a nice forum like this one for 351 c engines :)
You could check out the Cleveland section in the workshop area of this forum.
http://www.fordforums.com.au/
We been playin' with Clevelands for a long time.
-
:-[ I have looked the heads over cant find casting numbers help thanks
-
Throw some pics up and I can help.
Since it's Cleveland and not FE, I don't think Jay would mind me posting this link...
www.the351cforum.com
-
Cleaveland heads do fit Windsor blocks with a couple holes drilled, that makes a Boss. Combine that with the stronger Windsor block and a 427 stroker kit you got a SBF monster. Also the aftermarket blocks have Cleveland mains and four bolt caps for huge power and rpm. The Cleaveland engine did have it's issues as did the 400 modified, cracks were frequent in the lightweight castings and oiling problems were also a big issue. The 385 series was the solution for replacing the Cleveland and the FE. Both engines were phased out due to emissions requirements in automobiles as neither could pass. The Windsor was redesigned with low compression EGR open chamber heads to fit the bill but as we all know the eighties is a dark spot in automotive history where 200 HP often was unheard of.