I've just started following along with this build and watching the videos. Lots of good information mixed in with each step. I've built one of these about 25 years ago and its still running like new today. A bit of a funny story about mine. I worked as a diesel mechanic for about 18 years and one of my fellow mechanics was into modifying his Ford 7.3 powerstoke. He bugged me all the time to race him with my 1972 Gran Torino that has the 351C in it. Well, one day I took him on and I outran him so bad that he even broke a gear in his transmission trying to catch me. The next day he says "just wait until I get my truck fixed and my turbo and injectors upgraded, I'll beat you then". I told him, well I get to put a 4 barrel carburetor on my Cleveland then. He didn't believe it and demanded to see my engine. So, all of the mechanics walked over to my Torino, I popped the hood and showed him the little 2V carb on it, LOL. That was hilarious to see the look on his face.
I love the 335 series engines. I have a 400 with 2v Cleveland heads, 268 Comp Cams bumpstick and just a 600 Holley carb,all MSD ignition and scorpion roller rockers stock pistons Weiland duelplain intake , and it's got plenty of torque and hp for my heavy 77 f 150 4x4. I just wish people would learn more about these engines and their history. Maybe then some would stop calling them boat anchors.
400M's are boat anchors stock. They also tend to crack blocks in the valley. If you get a good block you can build a nice original engine with some balls as you did. I'd never recommend anyone to build one if not originally equipped. If you want more cubes than a 351C build a 408 stroker.
I did a 400 and its a beast for my 78 f250. The only difference id do is aluminum heads, these open chambers are horrible. I had a machinist spend a lot of time on them but still needing to take a lot of power out of timing and high octane just to avoid detonation. Im going to try some cheap aluminum heads and see how much power I can recover, it should be significant.
You wanna have a really good time.. lose the 2v heads and put the 4v heads on it. You'll be wishing you done it sooner. And dont believe it'll lose bottom end torque. It'll be faster everywhere in the powerband.
That is indeed a proper Cleveland Brent. Absolutely beautiful! I'll second your opinion, the Cleveland probably was the best. About 20 years ago I had a buddy with a '73 Gran Torino factory equipped with a 351C 4V. He came into some money and let me have at the engine. Even back then we had that heavy pig of a car deep in the 11's on spray. That was my first run-in with the Cleveland and I've loved them ever since. I get a lot of nice flange bolts from Tractor Supply. They're not zinc plated but have a nice black finish on them that doesn't rust or corrode. I use a lot of them for valve covers, oil pans, and such with great results.
Great engines and a beautiful build. I ran one for 15 years in a 71 Mach 1 I had and agree with you that it was one of the best engines Ford ever built. Too bad they weren’t around longer but emissions would have killed them in the late 70’s and early 80’s.
Lykins has the stock heads and dual plane intake but an 800CFM Holley, and the 230/240@.050" 109LSA .627/.631 solid roller camshaft. The power will be around 500HP due to the camshaft. The air-gap edelbrock intake would improve this combo every point under the curve give it an additional 30HP or so and 500 more RPM on the powerband.
Another fine example of Fords Superior Small Block Engine, Brent. Your attention to detail is outstanding in every aspect and far beyond “proper”. Lykins Motorsports clearly demonstrates the meaning of excellence. This particular Cleveland combination should easily pass the 400 horsepower mark during the dyno session 🏁🇺🇸.
Making a carburetor right and working well on the engine is as satisfying as lighting off a new engine, in my opinion. Especially other than Holley. A carb is a carb.
First ld like to say l love your channel! Ive been a ford boy for a long time & especially with the FE. Ive had several 352, 390 & currently a 428. So l was wondering if you could please do a video on dos & don'ts with FE heads as far as porting mainly cast heads, l know after market dont need much its the OE lm confused about. Anyway that would be great! Thank you very much!
I forgot how BIG those Cleveland intake ports were! Gonna be a beast with that larger cam!! How many RPM do you expect it to run to? (Bob Glidden sure knew how to make a 351 Cleveland run.)
He can stuff all his fingers in a port... Stock Cleveland heads flow 275CFM@.500" without being touched and usually around 290CFM@.700", they flow over 300CFM@.500" with just bowl work and with a good valve job ontop of the bowl work it's 310-320CFM@.500". With all the extensive modifications they do on these heads including the chamber work and raising the intake port it gets to between 370 and 400 CFM @.700" and 330CFM by .500" and almost 300CFM @.400". Basically between a well worked TFSR head and a Well worked Yates head.
Nice job mate . Yes the CLEVELAND is my favorite Ford engine. Your engine will make more than 400hp . I had a 3550lb Ford Fairmont ghia with 2v heads and flat tappet hydraulic cam , it ran 12.98 @ 108 mph 31 years ago , I estimated 390 ~400 hp . Go the CLEVELAND'S.
I've, always used a thin piece of sheet metal, on my heat crossovers. I figured, the intake gasket could compensate, for the thin sheet metal. Never, had a problem.
Going to be a healthy unit no doubt. Did the waterpump bypass hose ever get factory fitted like that?. Never seen it like that on our australian clevelands. If we didnt have a heater they would have been capped off.
Your description of the differences in observed oil pressure is the reason I do not like the idea of a bypass hose running from the port adjacent to the fuel pump boss to the rear of the block. Since oil pressure is a measure of restriction in the system, I would much rather see the remaining residual pressure after the engine is satisfied. That external passage has very little restriction compared to the block passages and I suspect it might promote false security by allowing the oil pressure gauge/sending unit to read higher than it should.
are the custom pushrods designed to restrict the oil flow vs stock or are they factory size? do you recommend using a smaller oil hole in the pushrods as a oil restriction strategy to aid the main bearing oiling etc?
Your customer is getting a great motor! Questions, didn't see you use the heat pan under the intake, or a spacer under the carb. Some of the guys in our car club, has had issues running ethanol gas in their older engines, causing poor idle and issues under acceleration. Their going with taller spacers under the carbs to keep them and the fuel cooler going in the engines. Another question, will this engine run on pump gas with the closed chamber heads? I'm still tinkering with my 2V, would like to make mods, but with gas prices, I may hold off for now. Also still chasing the light harmonic vibration.
I see he has the solid roller lifters with link bars. I didn't hear his cam specs, but it's obviously something solid on stock head and a dual plane intake with 800CFM of carb. My guess for the power is close to 450HP, due to the better camshaft and carb.
I just saw his camshaft specs for the bullet solid roller camshaft. 230/240@.050", 109LSA and .627 and .631" lift. The power band will be limited by the dual plane intake ( Edelbrock makes an air gap intake ) but i'm expecting HP to be over 500HP and torque over 450TQ, due to the camshaft and carb.
@@lykinsmotorsports Holdener did a test of a stock 351C which made 365HP/380ft-lb. He swapped in the Edelbrock Air Gap, Holley 800dp, Hooker 1 7/8" headers and a Comp extreme energy 284H cam (240/246@.05" flat tappet" .584/.588" lift ) this made 450HP/411ft-lb. ruclips.net/video/dQYBklryzNg/видео.html There is another user who built the bottom end for 10.5:1, extreme energy 284 comp can,, 800 dp, edlebrock air gap, dyno headers and it made 465HP/455 ft-lb. The torque improvement was due to more compression on the second engine and more extreme camshaft lobes. ruclips.net/video/KFDt2Vi6Eac/видео.html I gave yours a good torque number due to the hydraulic roller cam, the tight LSA and I suspect you have the compression somewhere between 10 and 11:1.
Hi,351c for me its...monster...possible explaine how to...head gaskets...and thermostate.. and bypass water...have problems water temp... Tips n tricks..please... thanks....😁👍🇺🇲🇺🇲🖤🖤
It’s not a bypass hose. It’s just a loop hose for the dyno run. Don’t know the vehicle it’s going in but because it’s such a mild build would guess it will have a functioning heater. The water ports he has looped will be used for that.
Only problem with the best engine ford ever made, didn't make enough of them, why I love the 351w so much more lol 😆. Great content, have a blessed weekend Brent 😀
Авто/Мото
I've just started following along with this build and watching the videos. Lots of good information mixed in with each step. I've built one of these about 25 years ago and its still running like new today. A bit of a funny story about mine. I worked as a diesel mechanic for about 18 years and one of my fellow mechanics was into modifying his Ford 7.3 powerstoke. He bugged me all the time to race him with my 1972 Gran Torino that has the 351C in it. Well, one day I took him on and I outran him so bad that he even broke a gear in his transmission trying to catch me. The next day he says "just wait until I get my truck fixed and my turbo and injectors upgraded, I'll beat you then". I told him, well I get to put a 4 barrel carburetor on my Cleveland then. He didn't believe it and demanded to see my engine. So, all of the mechanics walked over to my Torino, I popped the hood and showed him the little 2V carb on it, LOL. That was hilarious to see the look on his face.
“The best” engine Ford ever made 👌
Great work Brent.
Will make 440 easily I think
I love the 335 series engines. I have a 400 with 2v Cleveland heads, 268 Comp Cams bumpstick and just a 600 Holley carb,all MSD ignition and scorpion roller rockers stock pistons Weiland duelplain intake , and it's got plenty of torque and hp for my heavy 77 f 150 4x4. I just wish people would learn more about these engines and their history. Maybe then some would stop calling them boat anchors.
400M's are boat anchors stock. They also tend to crack blocks in the valley. If you get a good block you can build a nice original engine with some balls as you did. I'd never recommend anyone to build one if not originally equipped. If you want more cubes than a 351C build a 408 stroker.
@@billb410what do you mean by "originally equipped"
I did a 400 and its a beast for my 78 f250. The only difference id do is aluminum heads, these open chambers are horrible. I had a machinist spend a lot of time on them but still needing to take a lot of power out of timing and high octane just to avoid detonation. Im going to try some cheap aluminum heads and see how much power I can recover, it should be significant.
You wanna have a really good time.. lose the 2v heads and put the 4v heads on it. You'll be wishing you done it sooner. And dont believe it'll lose bottom end torque. It'll be faster everywhere in the powerband.
Try using the Aussie version if you want power are the kasse heads!🐍
That is indeed a proper Cleveland Brent. Absolutely beautiful! I'll second your opinion, the Cleveland probably was the best. About 20 years ago I had a buddy with a '73 Gran Torino factory equipped with a 351C 4V. He came into some money and let me have at the engine. Even back then we had that heavy pig of a car deep in the 11's on spray. That was my first run-in with the Cleveland and I've loved them ever since. I get a lot of nice flange bolts from Tractor Supply. They're not zinc plated but have a nice black finish on them that doesn't rust or corrode. I use a lot of them for valve covers, oil pans, and such with great results.
I once had a 1970 M code 351C fastback and can confirm that it would stand up to most big blocks.
Just beautiful. I can't wait to see the numbers and to hear it run.
Love it, thank you for all the content.
Great engines and a beautiful build. I ran one for 15 years in a 71 Mach 1 I had and agree with you that it was one of the best engines Ford ever built. Too bad they weren’t around longer but emissions would have killed them in the late 70’s and early 80’s.
If I remember correctly, when Richard Holdner assembled and dynoed an M code 351 Cleveland, it made around 380 horsepower in stock form.
Lykins has the stock heads and dual plane intake but an 800CFM Holley, and the 230/240@.050" 109LSA .627/.631 solid roller camshaft. The power will be around 500HP due to the camshaft. The air-gap edelbrock intake would improve this combo every point under the curve give it an additional 30HP or so and 500 more RPM on the powerband.
Another fine example of Fords Superior Small Block Engine, Brent. Your attention to detail is outstanding in every aspect and far beyond “proper”.
Lykins Motorsports clearly demonstrates the meaning of excellence. This particular Cleveland combination should easily pass the 400 horsepower mark during the dyno session 🏁🇺🇸.
Awesome to watch good luck with the dyno
That is one pretty Cleveland. And I agree about Clevelands being one of the best Ford ever produced.
Such an epic looking engine!
NICE job looks great can t wait to see it work have one to build myself
Eastwood makes your zinc paint. looks pretty good too
Cant wait to hear that baby run!! And the numbers as well!!!
Brent, a great build for sure.. I hope you can video the dyno run, would love to hear the idle and the WOT scream!!
Making a carburetor right and working well on the engine is as satisfying as lighting off a new engine, in my opinion. Especially other than Holley. A carb is a carb.
First ld like to say l love your channel! Ive been a ford boy for a long time & especially with the FE. Ive had several 352, 390 & currently a 428. So l was wondering if you could please do a video on dos & don'ts with FE heads as far as porting mainly cast heads, l know after market dont need much its the OE lm confused about. Anyway that would be great! Thank you very much!
Lookin back at all the build, ill say 480hp @6500rpm, more if its taken higher.
Nice work Brent. Us Ozzies love our clevelands from the good ol USA.👍
I forgot how BIG those Cleveland intake ports were!
Gonna be a beast with that larger cam!!
How many RPM do you expect it to run to?
(Bob Glidden sure knew how to make a 351 Cleveland run.)
He can stuff all his fingers in a port... Stock Cleveland heads flow 275CFM@.500" without being touched and usually around 290CFM@.700", they flow over 300CFM@.500" with just bowl work and with a good valve job ontop of the bowl work it's 310-320CFM@.500". With all the extensive modifications they do on these heads including the chamber work and raising the intake port it gets to between 370 and 400 CFM @.700" and 330CFM by .500" and almost 300CFM @.400". Basically between a well worked TFSR head and a Well worked Yates head.
One hell of an engine you got there! Jealous 👍
Nice job mate . Yes the CLEVELAND is my favorite Ford engine. Your engine will make more than 400hp . I had a 3550lb Ford Fairmont ghia with 2v heads and flat tappet hydraulic cam , it ran 12.98 @ 108 mph 31 years ago , I estimated 390 ~400 hp . Go the CLEVELAND'S.
That looks 👍
Engine looks great! AMK valve cover bolt kit for Boss 302, 351 are flanged zinc plated. Might be a tad longer due to aluminum cover thickness.
when are you going to bite the bullet and purchase a dyno ? You can get a payment set up, go for it ! You deserve it !
I personally wouldn't have been happy with less than 450ft-lb and 500HP, which is so easy to make from those heads.
I can make 620 on stock unported heads. But it’s not a build that would match the vehicle, and neither would a 500 hp engine be.
Rated from factory they were 300..I'd say you will hit 400!
An Aussie might say " that's a right proper Cleveland there gov'ner"
I think the Cleveland will make between 395 to 405 HP, and a skosh over 400 lb of torque. Love those Cleveland's
.
I've, always used a thin piece of sheet metal, on my heat crossovers. I figured, the intake gasket could compensate, for the thin sheet metal. Never, had a problem.
Oooooh Lookin good,,, would love to build one of these with 12 and a half to one compression,, set the distributor timing back to use pump gas.
Just throw a can of torco or vp in. Otherwise it will run hot retarded
Hey that engine has Ford Corporate Blue? I just sent a carb body to Drew In Ga. Seems cool guy.
They used to make thin steel embossed plates for crossover block offs.
Uncle Tony used his mig welder to block off the heat crossover ports in the heads. I wonder about cracks and slag!
Going to be a healthy unit no doubt.
Did the waterpump bypass hose ever get factory fitted like that?. Never seen it like that on our australian clevelands. If we didnt have a heater they would have been capped off.
Will the valleypan from a 400M fit, so as to do away with the intake gaskets? I love the stock valve covers!
Your description of the differences in observed oil pressure is the reason I do not like the idea of a bypass hose running from the port adjacent to the fuel pump boss to the rear of the block. Since oil pressure is a measure of restriction in the system, I would much rather see the remaining residual pressure after the engine is satisfied. That external passage has very little restriction compared to the block passages and I suspect it might promote false security by allowing the oil pressure gauge/sending unit to read higher than it should.
waiting for the dyno results
Will the pop can trick work on an FE?
I liked this build Brent, thanks for the vid.
Yes it will work on them all.
I've even done the same thing on my 1994 S10 4.3 by.
Those water pump clamps can I purchase them as I'm in Australia , as well as a clean D Block Cleveland in America and have shipped to Australia ?
Pop can for us too in SW PA.
are the custom pushrods designed to restrict the oil flow vs stock or are they factory size? do you recommend using a smaller oil hole in the pushrods as a oil restriction strategy to aid the main bearing oiling etc?
Your customer is getting a great motor! Questions, didn't see you use the heat pan under the intake, or a spacer under the carb. Some of the guys in our car club, has had issues running ethanol gas in their older engines, causing poor idle and issues under acceleration. Their going with taller spacers under the carbs to keep them and the fuel cooler going in the engines. Another question, will this engine run on pump gas with the closed chamber heads? I'm still tinkering with my 2V, would like to make mods, but with gas prices, I may hold off for now. Also still chasing the light harmonic vibration.
I don't see the genius dual vacuum diaphragm on the distributor.
Do you think you could smoke the tires as is, except for a autolite carb? She'd be a real sleeper then.
Not holding to a cost, about how much labor is involved in removing the factory rocker pedastals and machining for 7/16 studs?
I see he has the solid roller lifters with link bars. I didn't hear his cam specs, but it's obviously something solid on stock head and a dual plane intake with 800CFM of carb. My guess for the power is close to 450HP, due to the better camshaft and carb.
I just saw his camshaft specs for the bullet solid roller camshaft. 230/240@.050", 109LSA and .627 and .631" lift. The power band will be limited by the dual plane intake ( Edelbrock makes an air gap intake ) but i'm expecting HP to be over 500HP and torque over 450TQ, due to the camshaft and carb.
It's a hydraulic roller, not a solid. And it will be nowhere near 500 hp.
@@lykinsmotorsports I didn't see your compression, but assuming 10:1 I'm calling 450+HP@5700 rpm and around 450 ft-lb of torque @5000 rpm.
@@lykinsmotorsports Holdener did a test of a stock 351C which made 365HP/380ft-lb. He swapped in the Edelbrock Air Gap, Holley 800dp, Hooker 1 7/8" headers and a Comp extreme energy 284H cam (240/246@.05" flat tappet" .584/.588" lift ) this made 450HP/411ft-lb. ruclips.net/video/dQYBklryzNg/видео.html
There is another user who built the bottom end for 10.5:1, extreme energy 284 comp can,, 800 dp, edlebrock air gap, dyno headers and it made 465HP/455 ft-lb. The torque improvement was due to more compression on the second engine and more extreme camshaft lobes. ruclips.net/video/KFDt2Vi6Eac/видео.html
I gave yours a good torque number due to the hydraulic roller cam, the tight LSA and I suspect you have the compression somewhere between 10 and 11:1.
@@lykinsmotorsports Guess high 420s-430ish, similar torque?
Good stuff. And what cam are you running with that 800 carb & is the Pvc valve on the drivers side correct placement ?
it's the right place for pcv my71 4V cleveland is that way.
Hi,351c for me its...monster...possible explaine how to...head gaskets...and thermostate.. and bypass water...have problems water temp... Tips n tricks..please... thanks....😁👍🇺🇲🇺🇲🖤🖤
Is a D6te block good 390 to build
Brent, what oil R U using in this engine? Looks Green in color.
What is your rocker arm ratio?
What are your cam specs ?
why the bypass hose? that is built in to the C thermostat setup
It’s not a bypass hose. It’s just a loop hose for the dyno run. Don’t know the vehicle it’s going in but because it’s such a mild build would guess it will have a functioning heater. The water ports he has looped will be used for that.
Iron Intake?
Did you dyno it yet?
Only problem with the best engine ford ever made, didn't make enough of them, why I love the 351w so much more lol 😆. Great content, have a blessed weekend Brent 😀
Roller cam
Just Cleveland,info
450hp right there
Yes sir . There will be a shadow over the 400 hp mark guaranteed 😊
5,,, something
Live in the north but I ain't no Yankee. By the way, you never answered any of my questions. Maybe they were too rudimentary.
Or he was busy working?
432HP…
US YANKEES KNOW HOW TO BUILD ENGINES TOO!