The Craziest Collection of Cleveland engines I've ever seen! We continue to go thru all the incredible finds. I'm very excited to have found the engine for the 34 a 351 Cleveland 4 bolt main.
Those heads have stuffed ports. There is so much space for airflow that the extra space actually slows the airspeed down. The port stuffers speed the air up so you can move more air/horsepower.
I've seen more and more now I know what I'm looking at, that's how some of the new aluminum style heads are now. Thanks for commenting and watching I appreciate it
I had a sick 4v Cleveland that was built by Mike Garrett at Garrett Machine in Lebanon Oregon. Mike has since passed but the guys there know how to build one. It was all reoiled. Had a stainless braided line that ran up over the intake manifold from back to front to improve cam oiling. The 4v Cleveland is a beast.
@@builtmikesway1167I believe he said that the guy has passed away. Looking him up might not be so easy. The Cleveland oiling system isn’t nearly as bad as the internet wants you to believe. Guys did the oil line “tricks” back in the day, but if you just look at a Cleveland oiling system diagram you will understand it much better. It’s not what’s called a priority oiling system. That means the oil goes from the pump up through a main gallery, then it’s fed to the lifters and the top of the engine first BEFORE it’s directed to the main bearings. A priority oiling system directs oil to the main bearings first and then up to the valve train and heads. You mentioned drilling a hole in the rear china wall for an oil line to feed the lifters. That’s totally unnecessary because the lifters are already getting too much oil. If you use solid roller lifters like I do then the lifters need even less oil. Another useless trick is to connect a line at the rear of the block where the oil pressure sending unit screws in, then run the line on the outside of the engine to a threaded plug in the gallery beside the oil filter. The pressure at the back of the block where the sending unit is located is at its lowest because it’s near the end of the line. All that does is raise the pressure at the sending unit. Guys see more pressure on the gauge and think there’s more pressure throughout the engine. But it just doesn’t work that way. There are threaded oil restrictors for Clevelands. Oil passages in the block have to be tapped for the screw in restrictors. They work by reducing the oil flow to the top of the block and increasing the flow to the main bearings. The biggest internal oil pressure loss for Clevelands is at the lifter bores. There are two oil galleries that run the length of the block and intersect each lifter bore. For some reason the oil hole at each bore is huge which allows way too much oil to be wasted at the lifters. The best way to restore oil control and increase pressure throughout the engine is with lifter bore bushings. Most well built Clevelands use them because they work so much better than the band aid fixes. Each bushing has a small oil metering hole in it which provides the right amount of oil to each lifter. My machine shop installed them when they were preparing my 4-bolt block for competition. The cost is reasonable considering the benefits they provide 🏁.
Damn, I'm jealous. I only have 2 standard bores left. If you port the oil passage intersections there is no need to use added oil lines. Follow TMeyers system mods for the oil system and it will work fine. Excessive idling is the biggest problem if you have a 335 or 385 series Ford engine.
I built , proably one of the fastest Clevelands in Ga. 351 C 4 bolt main , .030 over, 4 in stroke forged crank, rods,and Mahle pistons..027 head gaskets , Trick Flow Power Port 220 alum . Heads , match ported Trick Flow intake.850 cfm DL DP Holley , near .700 lift solid roller Lunati custom cam, c6 trans. 4.30 9in. rear.in a butt ugly 66 ford pick up. We have had so much fun with that truck. And won some coins in the process. And im a chevy guy.
Its a clone of a Hot Rod magazine build from way back. Theirs made over 600hp. With huge torque. Went 3 seasons at Atlanta Motor Speedway, Friday Nite Drags. Undefeated in Truck class, no power adder class. Made 2 of my chevy buddies just quit competing, with their C10 stroker engines. Division winners receive tickets to 4 wide at Charlotte. Went 3 years.oh also has a main bolt girdle.
That was an old trick to help flow because the heads should have been happier on a larger displacement engine. I am a 351 V4 closed chamber nut, but to get the proper fun out of these heads you need to stroke them to get more CI.
Sorry I took so long to write you back on your comment, some how I missed it. Yes this is going to be stroker motor Tim Meyer kit... I mite even send them my block and have them do it. Also not many know just yet or useless you really watch my videos on the Cleveland. It will be efi and some type of boost adder. I appreciate you writing and watching so much
I am so jealous all the Cleavlands I find now are open chamber .040 over crap. Once I found a stock bore 4V closed chamber 4 bolt and I built the crap out of it. I put a .634 solid roller and bla bla bla and it dyno at 517 at the crank.
I have been a Cleveland fan since the 1980’s when we stuck a Cleveland in a 1966 mustang without chopping up the engine compartment. A little nitrous really makes a great sound about 7200 r.
Sounds like a great time to me, any photos? I bet that was one tight fit. I can't wait to build my 4 bolt main Cleveland for 34 Ford. Let me know if you got any cool tricks with the Cleveland engines. Thanks alot for watch I appreciate.
Best part was the Cleveland was a “forgotten engine” in the 80’s so “the other brands” didn’t know what one looked like……we put 289 stickers all over it! Hehe. Number one tip….. buy the Ron morris adjustable motor mounts. 3.5 inches front to back adjustment and an inch left to right.
The Cleveland head mimmic the big block Chevrolet except that the valves are not indexed the same way, Ford ports are intake exhaust from one end to the other and the right two valves are pointed in the opposite direction vs the other two so that the atomized fuel bangs into the side of the port and falls out of suspension. By straightening the port you increase flow for bottom end torque .. The filler in the port keeps the air / fuel coming in a straight line towards the valve and chamber. The 2V is a better head for street use, the 4V is for high rpms only.
It took me years to get my hands on one... More then ten years BTW I will never buy a 3k$ bare block form the 60s. Some guys just want way to much. Thanks for watching, I appreciate everyone of you.
The only 4 bolt worth having is the DOAE-L. The Boss 351 had hand picked components. All the 4 bolt D2AE are thin and soft. The welded exhaust ports increase flow and velocity. We do that in NHRA super stock.
Not necessarily. 2 bolt mains have been in pro-stock competition for a while without failures. This is more a thing with Chevy engines. I have a 2 bolt C-block in my Pantera. No issues.
I went through 2 d2ae 4 bolts, one .030 over and another .040 over. Don't overlook the 2 bolts, Jack Roush was quoted in a book way back also confirming the 2 bolt being as stout. Oiling and valvetrain geometry are far more important after my experiences. Don't toss those 2 bolts.
The strange thing about Cleveland blocks is that you can’t determine if it’s a 4-bolt block just by the casting number. The best way to verify it is to pull the pan off and see. All D0AE-L blocks don’t have 4-bolt mains. Some are 2-bolt. I think the D1ZE-A blocks were used for the 1971 Boss 351 engines and they definitely should have 4-bolt mains. The good blocks are getting harder to find but Mike definitely scored big time with his truck load of Cleveland Gold ! The internet experts that say 2-bolt blocks are junk don’t have a clue. Just ask Tim Halstead at DragBoss Garage. His ‘69 Cougar still weighs about the same as when it left the factory and it consistently runs mid 9 second quarter mile times. The 408 Cleveland stroker has a 4.030” bore and 4.00” stroke. His dyno results are here on RU-vid. It made 752 horsepower @ 7600 rpm’s and 571 pounds of torque @ 5600 rpm’s. It has a single four barrel carb that’s naturally aspirated and Ford A3 alloy heads. 1.84 horsepower per cubic inch is pretty damn good and he still drives it on the streets. He’s been running that same engine for 20 years ! My point is the block he is using IS A FORD TWO BOLT IRON STANDARD PRODUCTION PIECE !!! So I guess a two bolt block that has handled over 700 horsepower for 20 years isn’t junk after all. Tim is going to replace that awesome engine with something a little better. He has one of Tim Meyer’s new aluminum alloy Cleveland blocks and it definitely has four bolt mains 😉. It’s worth checking out. tmeyerinc.com. Some people are very opinionated when it comes to Clevelands. I have one of those “thin soft” D2AE-CA four bolt blocks. I got the whole short block assembly for $150. It was a virgin block in excellent condition so I only bored it .020” over to maintain as much wall thickness as possible and to use the 4.020” Manley forged pop up pistons in it. The machine shop Sonic tested and magnafluxed the block with good results 🏁.
How about a boosted twin-turbo and stoked 351 Cleveland machined wet sleeved block with bigger valve ported heads. Titanium rods with billet steel crankshaft and a small diameter roller camshaft solid lifters supported by EFI and racing ECM individual valve cover mounted coil packs. It would be reliable for powering a vehicle on the annual Hot Rod Tour Multiple-Track Drag Racing Event. Shoot for racing fuel tune-up of 2,500 bhp with a 800 bhp pump gas tune. You could use a triple fuel injectors per-cylinder with two port mounted racing fuel injectors per cylinder and one smaller pump gas fuel injector per cylinder mounted near the two port injectors. This single injector is de-tuned on fuel and spark with the boost pressure kept at 6 psi. The racing boost pressure should handle over 40 psi when on the drag strip. Go figure !
Raising the exhaust ports helps with flow. Raising the intake ports is more important though. As some aftermarket heads are. For a roadcar a Clevo is fine though heavy. For more serious use they are anchors!!
The volumetric flow rate was a problem on the 69 Boss 302s and 351 C's which used the large 4V heads. The chamberscwere raised to reduce the cross sectional volume and i crease the velocity of the fuel mixture. One solution was to qeld up the ports as you see. The other is to do the same using marine epoxies and fillers deaigned to withstand the harsh conditiins of acidic, abrasive, and corrosive environments
I really appreciate the information, I've read a little about that as well. The information on it is very spotty. Thanks for taking the time to comment. Have a awesome day
According to Roush back in the day the 4 bolt block is weaker than 2 bolt block due to not enough webbing to suport other 2 bolts, he recommended to not go looking for the 4 bolt blocks.
@builtmikesway1167 yes he said if you wanted 4 bolt block to get an aussie block because main webs are thicket and pan rails are thicker, 4 bolts noted for cracking main webs.
The good Australian 351C four bolt blocks were much more durable for all of the reasons mentioned in a previous comment. They are rare nowadays and when one does turn up, the price is way more than most people would care to spend. They were raced hard and usually show signs of repairs that weren’t done very well. They were cast at the Geelong, Australia foundry and around 1982-1983 they were sold in the US by Ford Special Vehicle Operations, better known as SVO. The SVO part number is M-6015-A3. Ford guys know them as A3’s. They could also be identified by the XE 192540 casting number. A lot of them got used up by Ford NASCAR teams. I think DragBoss has one. I’ll ask Tim the next time we chat 🏁
@@danielwilson6665 I don't think I have anything super special but I'll get the number out in the next Cleveland video. Thanks for commenting I appreciate it a lot.
@builtmikesway1167 I was born in 1987. The only guy in high school with a Muscle car my 71 mach1 351c ram air 4 speed. It was the height of thr import scene and by my senior year there was 7 of us with some Muscle. Our weekly Friday after school burnout contest in front of the high school was unforgettable. 👍
@builtmikesway1167 I'm born and raised in orange county in California. Yeah I had to get a more reliable car for work so I ended up buying at 89 gt hatch 5.0 that ended up gutted, stroker, caged, and eventually tore the torque arms off the body/frame in the rear. Sold it and got a focus ST for my daily. Still have the 71 Mach. Current project is a 32 ford pickup. I originally was building a 40 ford pickup with built a dodge 440 (just because, to be different i guess). It sounded good in my head, 440 40 ford. I scratched that idea and got a 32 ford pickup. I love the 34 your building. 👏 🤩 👍
Sweet thanks, Im looking for cool racing parts, I'm going to build that motor for boost. Let me know if you have anything you think I could use. Thanks for letting me and have a awesome day
Very cool, I'm on vacation in Hawaii. I'll be checking all your videos very soon. That mustang is awesome. I'd love to come see you side some day. Have a awesome day buddy.
2 or 4 bolt makes no real difference on a 351c. Supposedly all 4 barrel engines came with 4 bolt mains but I think that its more of a random thing. Panteras all came with 4 barrel 351C engines yet some are 2 bolt, some 4 bolt.
@@builtmikesway1167 I've never seen a 2V with 4 bolts but I'm sure there probably were some built. With a solid roller I like to bush the right side lifter bores and feed the left with a restrictor. No external lines are needed and a 100% stock Melling pump will give you more pressure than you need. Hydraulic roller no modifications are necessary or helpful just build the engine with the correct bearing clearances.
I don't think so. The original bunch that were imported by Ford from 1972 to 1974 all had 351C 4V engines. Later when other companies were importing them I do think that they sourced some engines from Australia. @@Redpepper7376
Thanks for commenting, how would you tell if it was remachined? I'm just wondering... Mine has original style main caps too. Any help would be appreciated, have a great day
Hey Jeff, email(welderforever819@gmail.com) me and we can go form there. Also location is Mount Vernon Washington. Also I can ship if the buyer pays of course. Thanks, have a awesome day
@@builtmikesway1167Mike, I know you posted this video about a year ago but I didn’t see it until today. Let me know if you need any help with figuring out any part numbers or date codes. I’ve learned a few things about Clevelands over the past 41 years. That’s when I bought the ‘70 Mach 1 with a “M” code Cleveland engine that I still enjoy today. There’s a couple of things in your video that caught my attention. The 4-V heads with filled exhaust port floors was done back in the day to help increase the exhaust flow velocity and hopefully pick up a few horsepower when done correctly. There’s a raised area in the exhaust port floor that has a sharp downward turn back to the floor which creates a useless void from that spot out to the port exit. Filling the void reduces turbulence and helps the exhaust gas maintain velocity out of the port. The last block that you showed has threaded openings on the sides where the press fit freeze plugs would normally be installed. You were moving pretty fast while showing the different components in your stash so I didn’t get a very long look at it and I could be mistaken. But you might want to take another look at it. Screw in freeze plugs/ casting core plugs are usually found on high end aftermarket blocks. They can be installed on any block with the right tools or by a machine shop. But if I remember correctly, the ‘71 Boss 351 Cleveland blocks and possibly the Boss 302 blocks had screw in plugs as standard items from the factory. Or maybe old age and lack of sleep is causing me to see things 😳. But if you still have any of those blocks and I’m right about the factory screw in plugs, you should take a look at them. Authentic Boss blocks are rare but not extinct. L
@@danielwilson6665 hey thanks I really do appreciate the information. I got a lot of good information over the year since I've posted the video. I just wanted to really say thank you for sharing. I hope it anyone watching these videos too. I hope you have a great weekend
