Pro Stock 351 Cleveland: The Mystery Unravels 

Thanks Chad. I appreciate your kind words. Trying to keep the Cleveland alive. Glad you stopped by. Explore the channel tons of info and vids. Please share and stay tuned.

Share it Mickey with your buds, and help grow this channel. hang out for a while....

@anonymous wow way too in depth for me, I get the jist of what you are saying. Heat is good in an engine, and when managed, with coatings, coolant, cr, can make more power for sure. Thanks for the lesson and glad you stopped by. Stay tuned my friend and hope you enjoy the show.

Man you had it going on. Impressive Samuel I have laid waste to my fair share of BBC at the track. Imagine if you had a better matched cam. Thanks and stay tuned

Thanks Robert for sharing your car ans engine combo. I just got in a strip dominator that I sold to some one else, I want to test it on 354c that should be here this week. So I bought it back. Be cool to test, my pro systems hp1000, and Apd dominator. It dynoed, 616hp at 8k with dominator. That 67 must have been a blast and my favorite Mustang is a 69. Send me some vid. Thanks for subscribing.

Thanks Norman. I appreciate the dialogue and interest in my channel. It really brings axis lots of memories, for a lot of us 45 + as we grew up in the mid 70s so to speak. Yes does not take much to liven them up. Yes get rod of any multi groove intake two piece I think too. Glad your here

rempelrt your welcome. Start on something and see where it goes. That was a tight fit I bet. Stay tuned and subscribe.

Thank you. I don't have a lot of subscribers from the Oz, feel free to share my vids. Stay tuned.

Mike Carmean I appreciate you tuning in. Please subscribe and share. Lots more to come, so stay tuned.

The Mystery is the people who have contacted me on the xe blocks, and other parts. Thanks for watching for sure, stay tuned.

Any head is only as good as the weakest link. People might say ooh aah when they see a Cleveland 4V intake port but all that flow still has to exit somehow. The stock Cleveland exhaust port doesnt flow much better than a SBC and the port is so awful that the only way to make it work properly is to mill a huge chunk of the head off and custom design new ports. If you look back when NASCAR used factory head castings the Clevelands got clobbered by the SB Chevys until NASCAR allowed the port plate mod to help Ford compete. Even with a HP advantage the Clevelands didn't fare well during 500 miles of WOT racing because of overheating and durability issues caused by their paper thin castings. If you really want a Cleveland that makes big power and lasts under pressure you have to replace every Ford part with aftermarket stuff. Maybe that's why FMC ditched it after only 3 or 4 years.

So true it took blood, sweat, tears, and innovation to make it all work. Chevy has always had it easy, so to speak, let’s wise Stay tuned

While I LOVE Ford's racing history, especially through the '60s & '70s, it's frustrating as a Ford guy that Ford didn't just pump out their exotic race parts during these times. Imagine how much quicker the 385-series BBF could've developed if the Boss-9 heads were readily available like Mopar's hemi heads were. A lot of the top end development that the Windsors received from the endurance racing(Le Mans) and Indy 500 programs. Of course the rarity of 4v Cleveland stuff here in the states, compared to how Ford Oz was just shoving Clevelands in everything. We did at least start to see this change some in the '80s & '90s with the Ford Motorsports/SVO stuff, like the letter heads for the BBF and other similar race parts. What's interesting though is how long it took people to realize how this changed with the - wait for it... Modular engines. Ford may have drug everyone into the OHC age kicking and screaming, but the production DOHC 4v heads are no joke! And, while we saw sort of a repeat of the Boss-9 situation with the 2000 Cobra R only being offered in a 300 prod run with its unique monster 4v heads, those heads did eventually become attainable as they evolved into what would show up on the GT & GT500 and through FRPP. Whether you're a fan of the OHC stuff or not, at least times have changed and Ford is offering these big power capable parts to anyone with a bank account. It's pretty crazy what these little engines are pumping out these days(a 460HP "base V8" Mustang? Even in the early 2000s that was an absolutely laughable prediction - yet, it's 2020 and this is reality...)

You make a lot of good points for sure. Yes the new mod motor stuff is unbelievable in technology and availability. Yes with a big checkbook the sky is the limit. I can remember when the parts hit the page, like 1986 ish. Thanks for providing us with the history and progression. Thanks for watching and taking the time to comment and build my channel. Please share and stay tuned...

One of my Buddy's run a Boss 302 Maverick in D modified production class, as soon as he set a national Record the Engine was refactored! But the Chevy that held the record before him was never factored! They were not allowed the high port plates in M/P Class but they still made big hp!

Cool deal man. How fast was that Boss?

Douglas Crosby that is wicked history and experience. So lucky. I know who Earl wade was from back in a magazine article in the 80s. I saw and the pic said he was clutching the carburetor or something on a Crammer. Read all about him after that. No doubt a true automotive genius. I am still digging. Sams does a lot of the engine challenges. Thanks please subscribe and share with those guys. Stay tuned

neil hansen thank you. I think the intake is epoxy, but the interior of ports are brazed. I do have some flow figures from some high port heads, but have to find them. Thanks for watching Neil.

Thank you for sure. That strip is one of the best intakes for a Cleveland. Yes Scott Miller does a tremendous job. They look factory, not like bead blasting at all. KW here is his FB site, let me know if you need anything else.. facebook.com/Aluminew-1815725035402864/services

Hey Frankie, Tim here. Thanks for commenting. Sounds like you know the deal. Yes, the history and development of the heads and intakes are amazing. I have been collecting pics to make a pictorial video, to show the variations. Any flow numbers you can share with the group? Thanks for watching, please subscribe and share with your motor-heads. Stay tuned.

Sorry i called you "Jim"...Tim..been around Race cars for 40 years. .Have some hereing loss... ..I had a Nasty Clutch explosion in 1991...that broke my Cleveland...i graduated to the 385 Series...and Realized i could go just as fast and faster with 1/3 less RPM....And i built a set of port Plate 429CJ castings ..for my 466... You can contact me on FaceBook @ FrankieFord...or on Instagram as FrankieFord572...if you wish...still have my Port Plate Cleveland heads and my Race Car from back then... Good Chatting. 💪🇺🇸🇺🇸🇺🇸

@@frankieford7668 No worries at all. Jim is my brother lol. Yikes, explosions are not good, glad you were ok. Yes, Clevelands like rpm, that is for sure. That is cool about building your port plates, for bbf, Kaase was saying they had poor flow, as per another sub, who worked at a shop, were Kaase was renting space, when he first got going. Hense his aftermarket bbf heads. I will hind you on FB, love to see pics of parts, what car were you racing, and still have?

@@DragBoss351Cleveland ...yeah...the week spot on the Fords were always the exhaust ports...my 429CJs went from 178cfm on the exhaust to 245cfm...so it was a step in the right direction...that motor went 9.55 at 141...in the early 90s...

@@frankieford7668 wow what an improvement for sure. That is fast for sure. I have to say my 408 in 3275 lbs running 9.66 at 137 it ain’t doing too bad. Thanks for the info. Feel free to share

Yes I remember them well. Bought some parts from them. I have an XE block, but not from them. My buddy actually owns that Dyno Don block. Dyno used it for his match race engine.

Don, just started prepping my pro stock block. Making video series from start to finish. Thanks for watching.

Yes you are Andy!

Great questions. I had asked him. He said the vanes helped on bench but never saw any big improvement on the track. He said they were for reversion, said not sure if they would help, stuff like that you have test. Thanks for watching and asking questions. Please subscribe and share with your friends.

I do, have a UR-19, and Weiand, let me know

@@DragBoss351Cleveland hey I know the UR19 is the unicorn of Cleveland intake... I would be happy with the Weiand... Just let me know how much you can hit me up on Messenger... I'm going to sell my Weiand Hi-Ram for a Boss 302 if you know anyone who may be interested... Thanks Brother! Andy

@@UnityMotorSportsGarage Safe to assume that is part #1989? I don't suppose you have the single four top for it? I am not interested in multiple carburetors these days. I know the Hi-Ram would out-power my old Roush intake, and would especially pump up the torque. And if there's one thing a B302 needs help with, it's torque. Thanks Andy, and thanks Tim for the continuing saga of killer Clevelands.

The Cleveland SBF. When Chevy couldn't beat Bob Glidden with both there SBC & BBC. They allowed 500 cubic inches in Pro Stock. And that Cleveland was a threat the SBC supremacy. So they cut the Cleveland off and hoped Bob Glidden would fade away. Because Bob only had factory Boss 429 parts to work with. And those originals were fragile because they were only engineered at the time for 650 HP. Max. Then heads and blocks would start to flex and crack and warp.

Jon Gallant and they kept adding weight to slow them down. Did not work.

It sure is. Remember, the 3514v, has the same ports. Thanks for watching, subscribe, and see more...stay tuned.

David Reed yes will mention some of the numbers and a few that I have. Thanks man they are very impressive when built right. Thanks for watching and please subscribe and share. Stay tuned.

Scott Cornwell, welcome. Motor City, Detroit in the house. Always wanted to say that. Yes I have seen his match race motor, my buddy Randy Gillis still owns the motor, thought is was 418 ci. That sounds like you in it deep. Shat else do you remember. Stay tuned.

Earl Wade was Dynos" Genius", inside the Cammer- Cleveland engines!, Earl told me story bout Cleveland Carillo rods snappin, He caught em redhanded pilin rods on top one another at heat treating, causing fatigue failure. Rod length was - The Secret Edge-, Kasse cane after Earl. Two Fine Crew chiefs.We sent Dyno 409 engine on 62 pro Nostalgia Belair. We need Blower Cammer parts for 68 Gate Job Cougar I own/ Am restoring. Bill Coons can tell all the Cleveland engine stories.

Scott Cornwell great history and love hearing the stories. Yes I have heard of Bill Coon and furnace brazing the Cleveland blocks. Also his cammer history. Thanks for sharing with us Scott

I have a 351 Cleveland engine with open chamber 4v heads on it out of a 1971 ford xy falcon and the crank has 4ma-b on it wondering if it a genuine ford bathurst race engine?

Anthony Boulus thanks a lot. I think it is ford part number for a crank. Like intakes are 9424-...I think that is same for standard cranks, not like boss. D1ZX. Thanks for checking out the channel. Don’t forget to subscribe

Nothing special that I know of. Cleveland have good cranks. Have ran offset ground to 3.70, with 6.125 rod, 377 ci screamer. 10.95 with iron 4v at 3495 lbs

Yes, I use cam restrictor bearings, from Tim Meyer/TrackBoss Performance products. They work like the old Moroso main restrictors.

@@DragBoss351Cleveland Thanks. Is anyone still running an external oil line from the front port by the filter to the back?

Yes i remember that red oxide style primer when i got my “XE” block also for my blown Clevo........received it all factory std bore. So application must of been something straight from the factory .

1970351C2V lots of people still do. I have never ran one, and go through traps at 8200. I just used main restrictors or cam bearing restrictors to limit oil up top. Thanks for watching

I also have the TMeyer cam restrictor bearings in my 359 Cleveland.

He had a bunch of combinations, from 327-343 or there abouts. I have some info, that has more detail, will post on on of my pro stock vids.These were from 72ish -1981. After 81, they went to Boss 429 power if I am not mistaken.

@@DragBoss351Cleveland thank you love the videos

Brian Burns thank you so much. Please subscribe and share. Working on a couple of new vids this week.

@@DragBoss351Cleveland .... I think it was 82...... Because that's when NHRA put in the 500 cubic inch rule I believe............ And I remember hearing he had to shove a 429 in that 82 ford exp he had...... I could be wrong

Your right. My old engine builder knew Glidden, and bought his Exp. thanks Chris. Please subscribe and share with your friends. Stay tuned

FuelSniffer, I say let them live and see what they can do. I agree, sitting on a shelf is a waste. Let them breathe fire. Thanks man

@@DragBoss351Cleveland Too True !! 😊

They sure do. But you do have to bolt them together correctly.

Not quite a no brainer, but definitely not a challenge until looking for Pro/Stock level power. Like I commented elsewhere, on the street when a Cleveland showed up to play the small block Chevy guys went home! At the Pro/Stock level there was some re contouring done intake side, but the Big problem was the exhaust side. Like so many Fords, the exhaust ports took a significant down turn - usually for clearance in the Mustangs and intermediates that used shock towers. The "trick" for Clevelands and the 385 series (429/460) was to mill away a good portion of the exhaust side of the head, and bolt a plate in place machined with a much better flowing set of exhaust ports.

@@Motor-City-Mike yep and we going to build a couple of them so stay tuned and check it out. Glad you stopped by. Subscribe and enjoy the ride.

@@DragBoss351Cleveland It'll be just like old times, more than a couple of them left my shop and went out to make the non - Fords guys cry. Clevelands and 385s (429/460) were my specialty, although anything Ford was a favored job. I actually preferred building 'Clevors', the Windsor short block will take so much abuse it's impressive and they don't have the oiling problems the Clevelands do. The last Windsor I put together (for a street racer) makes 720 at the flywheel and is a stock block, crank and rods. ARP main studs & rod bolts, Melling high volume pump - with a standard pressure spring, and forged Diamond pistons. I made sure the rods and main bearing bores were machined dead on (my specs) and held the balance close - its been together and thoroughly abused just over 8 yrs. I've been back in to check things twice since and everything is still perfect and no signs of main cap walk. Windsors are tough.

@@Motor-City-Mike that’s right Mike. I have a bucket list of engines to build and test. Thinks are coming into shape. Windsor do have better oiling, but we will get the cleveland straightened around. Can’t wait for the TrackBoss gets into production. My aluminum block is getting some cnc work done. Also adding .904 lifters. Sound like you got builds done to a science. Thanks for contributing to my channel. Please continue to help me build a channel. Thanks Mike

Thanks Ken for giving us some insight. I appreciate all makes, and models. I do like the sound of a 351, better than a 350 though. Please share and subscribe with your friends. thanks for commenting.

One set has epoxy, that may get redone as it is almost 50 years old. Thanks Jonny, pro stock mania on the warm up

Jeff Carpenter thanks man, trying to keep it rolling. . I want to hear it too. Thanks for watching. Please subscribe and share with your friends. Stay tuned

no I never built a 2bl engine. Iheard that the 73 open chamber heads are pretty bad, people overlook them all the time. Sounds like a torque monster. Thanks for sharing your experience. Make sure you subscribe, and share with your motorhead buddies...Stay tuned.

I know I had replied before. The XE block I have has the Gelong foundry symbol. Sad to see those blocks going to the tip. I also cannot believe how expensive the bare Cleveland block is down under. Thanks for watching and commenting.

@@DragBoss351Cleveland cool ,did you watch the youtube video links i sent you via emai???? they were about the xw falcon drag car from down under

Robbie McLAGLEN I don’t remember seeing any links, did you send to my email or post here.

@@DragBoss351Cleveland email your gmail bud

i meant i sent it to your gmail at least i think i did

Can never have enough space. Thanks for watching and commenting. Please explore the channel and don’t forget to subscribe. Stay tuned

Thanks Thor for taking the time to clarify. I wondered if it may have been a T-Bird.

I didn't remember Bob running a Mustang in the '80s either, as he pretty much finished up running the Probe bodies after the t-birds !!

I have been researching and keeping track of info and pics and finding out things I never knew every day. Thanks man. Please subscribe and share with your friends. Stay tuned.

Wesley, the reasoning behind using a Windsor block is that it was cast with priority oiling, less core shift and a ton of aftermarket everything. It come down to how fast you want to go, and do you want to have an engine that goes with the car. You make bad 500 hp cleveland pretty easy. Glad your here. Explore and see what this channel is about. Appreciate the comments. Stay tuned.

@@DragBoss351Cleveland I'm not sure what "core" shift is? I am thinking of going with a 400m, since basically it's a bored, and stroked tall deck Cleveland. The only real trouble is finding intake manifolds. They do make them, but apparently you can have spacer plates made in order to use 351 based manifolds. I love your channel, Cleveland's, and their heads really is my favorite. Have a great day dude. Wes Sept

Core shift are cylinders that are not concentric and one side or location is thinner than another. 400 are tall deck Cleveland’s roll on with it man. Fill the block. Those spacers are easy to find. I think price Motorsport has them. Get som big ci and lot of torque. It will be a beast.

Gilbert Ball can set them in ex open/ In closing. Set intake with exhaust opening and exhaust as intake is almost closed. On aluminum heads I run about .006 tighter than lash, and they will expand to correct measurement. Say .016 will expand to .022 when hot. Do yours accordingly

Thank, I have cast heads should I go .010 over cam card specs.

I would only go a couple of thousandths looser. Cast usually don’t expand like aluminum. Have not run iron heads for like 20 years. Will be soon with pro stock build

I guess the question would be on over initial start up/break in with the cast head what’s a good staring point? Not tryin to be aggravating but I have two Clevlands and apparently I don’t knw much bc I just learned and the correct break in on solid lifter. But I figured I’d ask you bc you’ve been doing it sorry if I’m being annoying. And thanks again

@@gball231jr No worries. see if this helps www.hotrod.com/articles/ctrp-1012-setting-valve-lash/

Stan Bartoszewski I should text him pics. See what he says. Thanks man appreciate you cking it out. Please subscribe and share Thanks

@@DragBoss351Cleveland Yes that is right John was the man that built the engines for the 1977 Pro stock Champion Car! a 1977 Mustang II!

@@mylanmiller9656 yes he was and is an innovator for sure.

I would not buy one.

@@DragBoss351Cleveland 😢oh boy i have one & they forgot to redeck the block after sleeving it 🙄 but its good now 🤞 & quite a stout block . On with the next problem.

@@hieronymus..bosch8532 good luck.

Craig Matthews can you tell me anything more about Birdy? Thanks for chiming In. Any more pro stock stories? Thanks for watching please subscribe and share

@@DragBoss351Cleveland Here in the Detroit area Birdy was THEE Man with cylinder heads in the 80's/90's era ! I never met him but I have a set of TFS high ports he did on my pump gas 347w and it makes 500+ hp

@@doughorn7257 would of loved to talk to him. Sounds like he was king cylinder head. Man those days are gone, but we can bring them back to life..... stay tuned Doug

Certainly Bob's little Boss big block '82 EXP coupe was scratch built, as not too many REAR drive EXP's around !!

@@arkhsm Probably, but I have seen a lot of factory 80s Dodge Daytonas converted to rear wheel drive. Mopar Performance even sold a kit to do it.

My old engine builder used to own it, when I first met him. Had bbc in it.

@@johnwilburn Chryslers '80s products were all fwd by later in the decade. Ford and Chev. still had rwd pony cars mustang and Camaro. A bit strange that Bob didn't end up in a Fox body !!

I like them, they made good looking race cars. There used to be one at my old home track in Central New York. ESTA Safety Park. Good old days.

No I never knew who he was or is. Can you tell me more...

Robbie Frentz yes you can. They make headers. It will be tight changing plugs, but you will get tour system and it will all be worth it in the end. Thanks for watching please subscribe and share .....stay tuned

DragBoss Have already subbed. Thank you so much. Had some people say you can’t. But i was thinking a 390 was much bigger and it fit. Thank you for your shared knowledge

No it will fit. Not sure if headers but do a search. I think for 69 mustang. Stay tuned

I know you can. Built 2 67stands w clevelands. Whipped many cars around Tampa. If you run a c4 make sure you have it bolt to handle the power.

Thanks for taking the time to answer with experience. 👍

For what? Trans rebuild, parts?

@@DragBoss351Cleveland i own a trans shop just interested in their company

1959nickd company for trans parts I use? Broader transmission

I will check it out my friend, thanks for the heads up. Appreciate your input and contribution

Welcome Adam, from Down under. Spread the word of my channel please. Running 8200 through the traps, all I have ever used, has been 9 qt oil pan, oil restrictor kit, or Tim Meyers restrictor cam bearings, and a high volume oil pump. Yes familiar with the aftermarket parts for sure. You guys down under have it going on, thanks for watching. Tonight's, episode will have an intake you mat recognize...stay tuned.

While oil delivery had it's issues at the time - to the extent that HTC and other companies began to market external oil line/delivery kits to deliver oil in proper flow and pressure for the Cleveland's relatively large main bearings - the worst oiling issue was that if a lifter came out of its bore at very high rpm, which wasn't unusual in its early Pro/Stock days, the engine would entirely lose all oil delivery to the bottom and seize up solid by the time it was shut off. Over the years this has been addressed in a few ways, those early kits redirected the majority of oil flow to the crank through external lines, since then other ways to address the problem have popped up. Also, valve trains are so much further developed so tossing a lifter out of its bore is nearly unheard of.

@@Motor-City-Mike for sure good synopsis man. I have an original hank the crank system. Never thought about using it, rather bush the lifter bores. I always used oil restrictors in the past. Since 2013, cam restrictor bearings by Tim Meyer. Yes workout all oil passages smooth out all restrictions. Do all this in wife’s doing a pro stock build. I just thought of doing since someone hooked me up with a nice set of Ross pistons. Be cool to do block prep on video.

Thank you gents, for taking the time to reply. Very interesting.

@@MsKatjie these guy are helping build this channel. Lots of info on here. Please share with all your mates down under and see if we can get the whole country of Australia to subscribe. More to come

Yes, he used to own the DragHag. I actually have his sheet metal Tunnel ram intake manifold, so I was told. Please subscribe and share...

Stay tuned more to come.

Yes sir Scott. He can take any intake and clean it to look factory. Great work and great price. Stay tuned. And don’t forget to subscribe.

Mark Tetzloff I have heard that frank. The 68 cleveland block and TrackBoss are on their way toTim Meyer. He is going to sonic the 68 cleveland. I was familiar with the Xe and furnace brazed blocks. Thank you Mark

billy manilli what is that?

Yes my friend Donn Rhode rip, spun his super stock sbc to 10k with no issues. Short stroke motor. My current 409 goes through traps at 8200.

I heard only bad things about that, and they flex all over and leak. Only way is to furnace brazed them in. Bill coins used to do this back in the day. My buddy billy ray Morgan has been doing for years and has great success. Never know until you try.

Nope small block Ford. Thanks for asking. Please subscribe and stay tuned.

@@DragBoss351Cleveland can a Cleveland head go on a winzor block

Anthony Jennings without any trouble. Just need to close off water holes in corner of heads and run external plumbing. Called a Clevor. Tons of parts. Wicked popular. Subscribe and stay tuned.

I suspect he had more than one set of Heads and intake. Share some details with us. Don't forget to subscribe, and share with your friends.

I loathe the word "tranny."

Why?

@@DragBoss351Cleveland No reason, if you don't mind sounding like a dumbass...

@@robbalex1963 100%. It's not even a real word.

@@DragBoss351Cleveland it's not a real word. not even real engine builder use that word. not in my vocabulary .

That is what I have been thinking for 40 years. Thanks Jim

In the day before High stall converters and Trans brakes the Gear jammer was the only way to make a Cleveland really perform! Now with a Trans brake and 6000 stall a Cleveland can be made to work well with a good C4. A gear jammer now a days is a good auntie theft device, No body can drive them. The line I get all the time is man Your Car launches What do you have for a converter!

I did not know that, I run a C4, it seems to work well.

@@DragBoss351Cleveland about the Small block big block Ford thing. I don' t agree that Ford never called there engines Small or big block! My brother has a Ford truck shop manual from 1955. In that Manual they refer the 272 Y block as a small block, and the 317 Lincoln Y block as a big block! any body that knows ford Engines will tell you the Y block has the same Bore spacing as the Fairlane v8 and the Lincoln Y is the same bore spacing as the Ford FE engine!

@@mylanmiller9656 good to know. Keep rocking and enjoy the channel and glad your here Mylan, thanks for the support

LDN Wholesale I think you may be mistaken. I have been racing Cleveland’s for 39 years. Never had an issue going 0.030. I never bother to sonic test. I roll with it. As far as heads, your not getting it, not about the best head, it about pro stock heads. High Port Iron 4v. Chi and all the aluminum heads are not even in the same league. I will say, I bet these high ports would give them a run for the money 💰 stay tuned

Have to have the right cam in a cleveland. Need tight intake lobe centerline, like 106-7. More than that and in my experience they loose a ton of bottom end. The heads weigh like 53 lbs each bare. Thanks for watching please subscribe and share with your mates. Appreciate it.

LDN Wholesale : Much respect; we all have info. I was 18 in 1988 and got "mightily peeved at the Wrong info", so I have time honored sources. They are indexed with Letters for Key sources, Numbers for general info. Mine First letter is from the Australian Brad Girdwood. That will be:- Item A Street Machine Tough 302&351s Series No 2. Page 60. From the Australian Brads Speed Shop. He said shell molding without core shift made uniform 130 thou wall thicknesses. In Item 4 Below Ak Miller said Cleveland's general non cylinder wall thickness in 1969 was mandated down by Bill Gay, from 243 to 189 thou, assayed physical QA measure. When bored and with age, its real easy to end up on the wrong side of 90 thou wall thickness at 80 thou over with no core shift. A very flawed source is Item B, THE "Ford Cleveland 335-Series V8 engine 1970 to 1982: The Essential Source Book by Des Hammil" The Aussie made blocks came on stream at the 1976 model year, and they used Cleveland tooling at Geelong to build them, and the Australian grey iron caused accelerated transfer line boring tool wear due to hardness, which was over 260 Brinell vs 249 or so in US Cleveland 2 grey iron. Core shift in all Aussie blocks is poorer than good US Cleveland blocks. So Ford Australia started sleeving blocks to meet the still high, 18000 units per year rates, about an eighth of US production, which caused some regular customer engine failures. Tim H has a copy of the article on face book from me. Item 6 below. Soooo...the Aussie XE1 92540 NASCAR block and various Al Turner Pillow and its 1981 stockpile engines were raced through, with some other E2 blocks, reportedly hand selected for core box mods by Big Al. For sure, furnace brazing blocks and sleeves was done, and done on the production line to ensure Ford had but not often. Fords Geelong plant always used 3 thousandths press fit sleeves, and they are common. It was due to the difficulty in tying core boxes in and the hardness of the iron, and the small quantities being made that hurt quality. Building 250000 a year improves quality. 18000 to 25000 a year really wasn't enough. It wasn't anything to do with the lack of labor or the goodness of Australian efforts, it was just an economies of scale issue all green sands cast iron production grapple with.

Thanks for the information. Sound like your buddy was I. The know for sure. Yes my block has to be from the 80 castings. My buddy has an original Don Tope, these were not pillow blocks. I am going to try and make a video comparing the 2 types of Xe blocks. I appreciate you taking the time to educate us all. I don’t remember you sending me any info. There goes that age factor. Thanks for watching and contributing. Stay tuned.

@@DragBoss351Cleveland I get quite cross when I have all the info you could want, to have such miss-information as above:- Item 1. all the earlier 1988-1990 books (Australian Street Machine) and Item 2 . the Al Turner testimonies which were listed under "www.fordgtholot6.com/profiles" and Item 3. the Australian Ford Register UK website. "www.aus-ford-uk.co.uk/html/the__last__v8.html" (ALL the block codes and numbers) Item 4: The Ak Miller Cleveland casting testimony in the c. 1970 The Complete Ford Book (All the target Casting thickness) "www.google.com/imgres?imgurl=http%3A%2F%2Fi141.photobucket.com%2Falbums%2Fr42%2Funklechop%2Fimg-Y051102-00012.jpg&imgrefurl=https%3A%2F%2Fwww.fordsix.com%2Fviewtopic.php%3Ft%3D80589&tbnid=5RxY7nNq9bw6JM&vet=12ahUKEwiBuOa8gcLsAhX-hEsFHViGC3QQMygJegQIARA9..i&docid=AE8c75L2MtW9gM&w=618&h=800&itg=1&q=jalopy%20journal%20Mavi%20GT&hl=en&ved=2ahUKEwiBuOa8gcLsAhX-hEsFHViGC3QQMygJegQIARA9"

I’m this guy. Glad your checking out the channel. Lots been happening, explore the channel. Thanks.

@@DragBoss351Cleveland I will.

I do like to talk. 😳

@@DragBoss351Cleveland it is an awesome topic (I am an old Glidden fan) I guess I was just being impatient. Sorry. :)

@@hfavretiii no need to apologize I get talking and change subjects. I have found some pics on Glidden was so fast so stay tuned. Also some talks with some guys in the know. Stay tuned