625 HP 351C 4inch stroke crank 408? All forged +5cc pistons ? .700 solid lift cam Lunati. Trick Flow Power Port heads ?and Trick Flow intake C6 trans. In a ragged looking 66 Pick up twin I beam suspension 6.90 8th. Built for a friend ? And I'm a chevy guy.
From XW GTHO phase 2, it was the mighty Clevo until the end of the XE (tricky Dickys, greens tuff) then it was the Windsor in the fox body muzzy. Also, The LS is better known as the modern day Clevo.
I built a 408 Clevor Stroker for my 70 Maverick last year. It flat out boogies. I've not chassis dynoed it but it is a beast. It's like it has a deep desires to destroy Tires . It really is one mean little Maverick
In Australia we called this a Ford boss motor. Windsor bottom end, Cleveland top end. Was never a production thing, but done many times. Two more benefits, windsor revs higher and has a better firing order.
I never get bored watching engines being assembled. You almost always learn something new. This Ford Windsor build is right up my alley too! I like how Ford Motorsports scalloped the outside of that block to make the block as light as possible without giving up material in critical areas.
In a world of LS engines I think it’s cool to be different. As a ford guy I even like sbc in cars now because there becoming rare . This clevor is sweet !
@@nathanhansford76 not really in my mind( never heard of it ). If it’s because of the high flowing heads then yeah maybe ? Cleveland s have canted valves LS does not . There’s nothing shared.
Was cool to learn about the 300-6s they hopped up with cut up Cleveland heads back in the 70s. I see tons of those in service on generators still, one of my favorite industrial engines
I used Boss 302 pistons with a 302 crank and 289 rods, and a modified 4V 351C heads converted to screw in studs and guide plates in my Clevor build. I used a stock Boss 302 manifold with a 750 double pumper, and a Boss 302 camshaft with .560 lift and 252 @.050. Not much torque, but ran a 4.88 gear with a 4 speed and had awesome power from 5-7k. The motor pulls hard well past 7,000 rpm but with 2 bolt mains, thats where I set my rev limiter. I sure do wish the intake manifolds were available back then to allow the use of the 2V heads.
One hell of a Video never built many Ford engines my Dad did in his H&M days. My building was mainly Chevrolet and maybe a Dodge now and then. I remember when i was learning he would go into long explanations how the differences in the 427 Fords where with all the types Ford was developing. I never really made the connections , but watching this video I understand the clearly. Thanks
That cleveland intake from Speedmaster was for a 3V! Aussie raised runner. : ) it says in its description it is only for 3V or 4V with tongues. This is the best video you've done! Love clevors and the serious tech you show. Thank you!
Torque graph is just an indicator for horsepower. Or rather torque is the number the dynos sensor measures, while hp tells how much work is actually being done. High lower rpm torque indicates higher horsepower available at lower rpm, easier driving, more mph range per gear higher percentage difference in rpms you have power at, if you have power at 2000 to 3000 rpm thats 33% of rpm range you're in power vs if your power band is 5000 to 6000 its only 16%, you'd need double the gears to stay in the power range for the same variation in speeds not that it really matters for a daily you use 20% of the max output driving around for
Awesome video. Love the Clevor. Also loved showing the issue and how it was fixed with the thrust bearing versus just talking about it. Nothing ever goes perfect, always hiccups in a build.
The really cool Ford engine you wanted to build when you were 17. Then you grow up and realize how complicated and expensive it is to build one of these Frankensteins and start shopping for a nice set of standard Windsor AFR heads for your SBF instead. Still, it's cool to watch somebody actually build Frankenstein, cost and complexity be damned.
@@riccocool i think the Clevland has slightly bigger valves since they have an off center design. The Windsor heads/valves are all in line. I dont know personally, but from what I read online that modern Windsor heads are better than Cleveland heads. It was mainly back in the 60s, 70s the Cleveland was considered better.
@riccocool probably close to 45cfm more than a nice inline head. Nascar uses a clevor design for their Roush/Yates engines. I like both. However for ease of parts availability. I built a 351w with regular AFR heads.
Only one of them changed an entire drag racing class. Only one powered a 78 Fairmont to an undefeated season, never losing a round or event. Only one still has its DNA in current pushrod Ford Nascar heads. It's NOT the 351W
You can buy a cheap ring grinder off the online getting places for very little money. What I did is pulled mine apart, chucked the shaft up in the lathe, trued it up, then reassembled. the runout was comically bad before that. Next I removed the hand crank and rigged it up in the bench vise with a drill attached, and then used the old zip tie on the trigger trick to keep it running hands free. This ended up working really well and I don't think I'll ever go back either.
I’m surprised that this channel doesn’t have ten times the subscribers! If you’re interested in performance engine building it doesn’t get any better than The Horsepower Monster!
Great to see clevor style engine build, not enough of these being built on youtube. I think the speed master intake was made for stock cleveland block with 4v heads (huge ports).
I am using the Speed master intake to build a 2v mini-boss. The ports on that intake were called "3v" but they are 2v size. I am using open chamber 2v heads with the combustion chambers modified for piston intrusion. 289 rods and cleveland flat top pistons put them .085 out of the hole. If I mill the heads another .050, I can have 10.5:1. It is a full on frankenstein experiment.
Your videos are seriously some of my favorite on this site. Your passion and attention to detail are so inspiring! It was great to see you turning the wrenches this time, too
back in the late 70's and early 80's a Clevor was like the holy grail of Ford engines . it was one of those yes you can or no it will never work questions but it did and it works really well if done right . the problem was you needed to know a builder that knew how to set it all up and the ones who knew how kept it as a closely guarded secret only for there drag racing buddy's.
Reminds me of when I was in Auto Shop class (30+ years ago) and the teacher was building something crazy. He had a Bronco I frame that he dropped an EXP body on, and the engine was a 289 block with 351 heads and 302 (actually a later 5.0 Mustang junkyard engine) steel crank and roller cam.
One of the best videos I have seen to date. So glad you included the many steps and how they were done and the reason why. I learned more from this video than any other. THX great job.
Back in the early 90s Gary Roughly near Ft Smith was casting both single and dual plane intakes for both the W and 302s using the C/M heads. Street Boss and Track Boss were his names.
Very nice shop and a fun build to watch! We built one 30 years ago using B&A Ford (long gone) Intake. Fantastic street engine w/ killer torque. Great vid- thanks!
At the time I started building my Clevor, Aluminum 351w heads were out of my price range. I got the heads first and then the intake manifold ( old school single plane B&A ) and worked backwards from there. I then got a great deal on E-bay for a stroker kit.After looking at some projected Horsepower numbers I figured I would go with a Dart block, also on E-bay. I asked for a 4" bore but received a 4.125 bore and wasn't going to send it back. The Dart block had Cleveland sized main bearings, so the only thing I could still use from my kit were the H-beam connecting rods. Finding the right pistons took a little while, and everything else was easy to find and off the shelf except for the headers. Not enough demand for production in my application ( 65 Mustang) I didn't want to chop my strut towers off, and that sure would have made my life easier. I went with tri-y's for a Cleveland Torino and modified them and notched my towers. I'm still working on it, and nowhere near done. Shit keeps happening in life and sometimes I can't touch my car for months.
Great video!!! Your is the only video anywhere online that shows where to drill the holes for coolant great job . Throw the efi in the garbage and put a carb on it
Great build, Australian's have been doing th is since the 80's. 351 Cleveland's were the most popular from Ford during the day. Yeah sure 231ci 6cyl 250ci 250ci crossflow 289s 302w 302c 251w 351c 400c then modern 5litre , Barra, and a hybrid v8 in final. Cleveland was ver popular until dart produced blocks and then the forced induction fun began
Believe it or not there are a lot of similarities between small block Ford stuff and my Oldsmobile 455 stuff. Bore sizes are in same ballpark (kinda) center thrust, similar weight in reciprocating assembly. I'll concede to longer rods, stroke and bigger bore, but only a little bit. When I do a 400 inch Olds there are even more similarities. The Cleveland style heads blow away any flow I can get out of my Olds stuff, but the point I'm trying to make is that if one squints it would be hard to tell which engine one is working on. SBC stuff for example is quite a bit different. I'm just trying to make conversation here, I'm not really a Ford guy but I appreciate many aspects of Ford powerplants. When I did my first 460 Ford, it wasn't mine but a good friend let me take the lead on his build for his dad's 67 F100 and it made 550hp/590tq at least than 10:1 comp. Truck ran easy 11.90s and dad was thrilled with the build. I wanted to do a full on 650-700hp build but they both pulled the reins in on that. I've done a few classic 302's and couldn't have been happier with the low buck results. Also fell in love with the exhaust note of classic Fox bodies when they were new. Once I was able to get my hands on one and build it the way I thought would work, well it did. A 550hp sbf running 10.80s n/a is a lot of fun! I will admit this part I don't like....front sump oil pans!
These days with the head Options that they have for the Windsors just easier but that was definitely the way to go back in the day and is still A great combo an has that Boss nostalgic effect
I made a clever Windsor or a clevor back in college with Australian 2v small chamber heads and I cut the exhaust ports and raised them with heavy modifications and used the svo 2.75 main spacers to reduce the bearing to reduce bearing speed
New subscriber here. Just wanted to say that this is a great video that has inspired me to look into some options for a future build of my own. And I just love the way you guys do things, from your design philosophy to your product integrity. Can't wait to explore more! 💯
very cool, my first car, in 1977, was a wore-out 2v 1972 Mustang Mach1, I rebuilt the engine, hot-rodded it, then eventually put 4V heads on it, with Edelbrock alum intake and Holley 780 vac sec carb (should have went with 600......) but those 4V heads made a HUGE differnce !!!
Nice to see a canted valve Ford build, especially one this thorough. It dispells some of the negative myths and misinformation that's all too common on the web about anything to do with the canted valve heads, and specifically Clevor builds. So, thanks. I'm also glad to finally see someone using the Trick Flow heads, as all you usually can only find documented CHI head builds, or ones using the very underperforming Edelbrocks. I still have my '70 Boss 302 engine, and my old garden variety '70 Cleveland, but have one 351 based Clevor and one 302 based, so it'd be hard for me to deny being addicted to canted-valve Fords. You may not have run across Tim Meyer's info in your search for intakes, but he acquired the rights to the old B&A/Bush Performance Clevor intakes and I know he sells the 302 version in both versions, IIRC. That is, the Street Boss dual plane and the Track Boss single plane. I believe he has both varieties for the 351W based Clevors as well, but the Clevor section of his web site is not as detailed as it used to be, so one would probably have to check with him. I have the 302 Track Boss, and have been very impressed with it. It looks a lot like the 2nd(?) gen Roush intake for Clevors from years ago, and really delivers some power. Tim Meyer is a "go-to" guy/shop/parts supplier for anyone who aims to put together a Clevor.
A good backyard mechanic trick to work out that wrist pin sizing is to hand lap it into the piston and the rod end using a mildly abrasive rubbing compound.
Neat video..Clevors …my favourite engine combo of all time. Super torque monsters all the way. I have a 347 2v iron headed clevor in my Aussie Falcon.. makes a lazy 400 hp plus with big torque on 98 pump gas.. Dinosaur… hmmm..not really. Remember Ford used this design for many years in Racing classes in the States and they made super big power! Well done on the build. Keep the great videos coming!
We've built and raced a few 400 Fords, +30 makes them 410ci. Then, if you can find them, the 2v Australian heads from their 302 Cleveland engine, which, with flat top pistons, gives a good compression,
Yeah Ford Australia produced a " Windland " 351 ci V8 in the very early 1970s , it was a 351 Cleveland Block with 351 Windsor heads , they built 20 running examples for testing in Australian Falcons , they even had very rare cast iron Ford four barrel intakes to mate Windsor heads to a Cleveland block . 5 were put in cars and driven around Australia. Ford Australia wanted a lesser V8 for mum and dad cars , the 351 Cleveland was a bit over the top for taxis and wagons ,etc, so they tryed many different options , in the end Ford Australia built the 302 Cleveland as the " lesser" V8 choice. But those 351 Windland,s are probably the rarest factory ford 351,s !
@@ElaineCottrell-u2e yes , but when you need a V8 to go in every model ford , you can't have a 4V Cleveland that won't idle under 1500 rpm , and has 365 + HP , the Windsor heads calmed down the Cleveland, but in the long run , they decided on a 302 Cleveland to be the " lesser" V8 .
@@JosephCowen-fz8vj I have a 2v 351 Cleveland 1973 Mach 1 Mustang it’s very tame and easy on gas my other 351 Cleveland is a 1971 4v with a bigger camshaft and an 800cfm carburetor it was very responsive at all speeds! Really don’t get people saying 351Cleveland doesn’t have low end power. My problem was to much lower end power I had to keep lowering the rpm I dropped the clutch because my tires would go up in tire burning smoke! My car is a 1971 Torino Cobra with drag pack gears and 4 speed transmission, it’s a real mean beast!
@@oneninerniner3427 yes I saw that, love those Clevelands, but you were saying the engine was going into a truck. A few things the 400 does give you and is they make headers for 400's in trucks, I would imagine they are them for 351"s too They don't make them a y ore but I did get a couple sets of fenderwell headers for the 400, made it easy for making exhaust system. Was going to make a Cleveland for my 68 mustang ut went with an SVT short block and trick flow heads,
Very interesting build. Good results. What did it cost? You seem to be indicating this build for a daily driver trying g ro keep costs reasonable. The engine build here is almost the complete opposite of a cost effective daily driver motor that could spin the rubber on the odd occasion. The detailed description & demonstration of Windsor to Cleveland engines differences, was well worth watching. Keep the builds coming. Including the total build expenses would be an asset to your viewers.
@@joeh6697 did you not know that engine assembly lube in the ring grooves can cause the piston rings to not seat in the cylinders and you never spin a crankshaft in the block like he did without having the main caps installed, important stuff like that.
66` Stang with 408W 232/236@.050 AFR195, Super Comp Headers, Hooker aero flow mufflers and tail pipes 53 0HP @ flywheel. It turns heads at cars and coffee, won`t disappoint.
