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standards for 1972 and beyond. The "351 CJ" high-performance engine included a different intake manifold, high-lift, long-duration camshaft with hydraulic valve lifters, higher rate valve springs with dampers, a 715-CFM spread-bore 4300-D Motorcraft carburetor and a dual-point distributor (only with four-speed manual transmissions - not sold in
California). The block was upgraded to four-bolt main bearing caps, and larger harmonic balancer was installed. These engines also featured induction-hardened exhaust seats for use with low-lead and unleaded gasoline. This engine was different from the 1970-71 M-code 351C having a more aggressive camshaft, a spread-bore carburetor, a four-bolt block and the lower compression allowed regular fuel to be used. It was rated at 280 bhp (209 kW; 284 PS) for all 1971 applications. For the 1972 model year, the only change to the engine was a retarding the camshaft events by 4°. The engine was rated at 266 hp (198 kW) (SAE net) for 1972 when installed in the Mustang, and 248 hp (185 kW) in the Torino and Montego. An increase in the combustion chamber size and the use of smaller valves occurred in 1973, which reduced horsepower to 246 hp (183 kW) for the four-barrel for the intermediate Fords, though it still retained the higher 266 hp (198 kW) rating in the Mustang. The 351 CJ (now referred to as the "351 4V") was rated at 255 hp (190 kW) in 1974 and was only installed in the
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it is estimated that only ten percent of
Australian Cleveland V8 production was the 302C. The 302C was created by using the 351C block with a crankshaft that had a 3.0 in (76 mm) stroke while it shared the 2.75" main journal size of the 351C. The 302C had a 6.020 in (152.91 mm) connecting rod to allow it to share the same piston as the 351C. This resulted in a connecting rod-to-stroke ratio of 2.01:1, making it the highest ratio of the 335 series V8s. The 302C used a unique cylinder head compared to the Australian 351C to ensure an adequate compression ratio. The 302C had used the "quench" closed combustion chamber with a volume of 56.4–59.4 cc, the smallest of any 335 series engine cylinder head. This head used the small 2V ports and valves, making it the only 335 series head with the closed chambers and small 2V ports.
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use without modification. The two main oil galleys in the 335 series engine run along the lifter bores. Oil is fed from the filter to the number one main bearing followed by the number one cam bearing above. At the same time, it also feeds the right hand oil galley, supplying the right side lifter bank. It has four galleries that lead to each of the remaining main bearings. After the oil feeds them, it feeds each corresponding camshaft bearing above. At the rear-most main bearing, the oil goes into the second gallery, which feeds the left lifter bank. In addition the oil system not prioritizing the main bearings, the 335 engines have excessive clearances in the lifter bores. This results in oil leaking out of the lifter bores which can cause oil cavitation from the lifter motion, and can reduce oil flow to the main bearings.
1188:. There were a small number of 400 block castings produced in 1973 with the dual bellhousing patterns. It had the large bellhousing and the small bellhousing bolt pattern used by the Windsor V8 family and the 351C, though it was not necessarily drilled for both. These particular blocks have been dubbed the "400 FMX" by enthusiasts, though were never officially referenced as such by Ford. Most 400's also had unique engine mount bolt pattern but these 400 FMX blocks had provisions for both 351C-style and 400/351M engine mounts. For 1972, the compression was reduced through the use of dished pistons. The compression reduced again for 1973 and a new timing set retarded the camshaft timing 6° to aid with reducing emissions. Changes to the cylinder heads for 1975 to add the
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and 351C from the USA. Initially, the cylinder blocks were imported from the US, while the remaining parts were manufactured in
Australia at the Geelong Ford Foundry. In 1973, Ford of Australia received word of the fact the Ford of USA was stopping production of the 351 Cleveland engine after the 1974 model year. As a result, Ford of Australia placed an order for approximately 60,000 engine blocks to act as a supply until Geelong could start producing its own engine blocks. In 1975 Geelong began production of its own engine blocks which it continued until December 1981. All engine blocks produced in Australia were the short deck 9.206" engine block. The last Australian Ford to receive a Cleveland V8 engine was a Ford XE Fairmont
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to include provisions for the coolant to flow through a crossover in the block. This extension also acted as an integrated timing chain housing. The timing chain housing was covered with flat steel that was easier to seal than the typical large timing chain cover used on other Ford V8s. These changes resulted in a bigger and heavier engine block than the
Windsor V8s. To help reduce costs the oil system was revised, as explained above. Although the 351W began as the basis for the 351C, by the time it reached production the design changes resulted in almost no parts interchanging between the two designs. The two engines, however, shared the same bore spacing, engine mounts and bell housing pattern.
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engine. It used the small port 2V cylinder heads with open combustion chambers to produce a more economical passenger car engine that was tuned more for low-rpm torque. The 351C-4V was marketed as a high-performance engine, featuring the 4V large ports heads with closed "quench" combustion chambers. Later versions of the 351C with 4V heads continued to use the large ports and valves, but switched to open chamber heads in an effort to reduce engine emissions. Only the Q-code 351 "Cobra Jet" (1971–1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have four-bolt main bearing caps, however, all 335 series engines could be modified to have 4-bolt main bearing caps.
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H-code 351s were equipped with a cast-iron crankshaft, two-bolt main bearing caps, forged-steel connecting rods, cast-aluminum pistons, non-adjustable valve train, and cast-iron intake and exhaust manifolds. All H-code 351 Cleveland engines used the small port 2V heads with open combustion chambers. These engines were produced from 1970 through 1974 and were used on a variety of Ford models, from pony-car to full-sized. The 351W with a 2V carburetor was also produced during this time which also used the "H-code" designation. Both the 351W and 351C H-code had the same or very similar power ratings, and were used interchangeably when a car was built with the H-code engine option.
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outset, Australia only produced a 351-2V engine, but in March 1972 Ford of
Australia began to offer a new 351-4V engine with a 4-barrel carburetor. Australia only produced one style of cylinder head for the 351 engines, a 2V head with small ports and open chamber cylinder heads. As a result, the Australian 351-4V engines used the 2V cylinder head. This required a unique 4V intake manifold with the smaller 2V ports, unlike the American 351-4V intake manifold which used the large ports. No 351C built in Australia used the large port cylinder heads or closed chamber combustion chambers like the US built 351C-4V engines.
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the same connecting rod-to-stroke (1.65:1) ratio as the 351C. The 400 featured larger 3.00 inch main-bearing journals, the same size as those used in the 351 Windsor, but rod journals were the same size as the 351C. The cylinder heads for the 400 were the same as those used on the 351C-2V, having the open combustion chamber with smaller 2V sized ports and valves. All 400s were low performance engines that ran on regular fuel and all used a 2-barrel carburetor, a cast-iron intake manifold, and small port 2V cylinder heads. A 1-year only option 400 had flat top pistons,in 1971.
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351 cubic inch (5.8 L) engine. This crankshaft was not the same as a 351C, in that it used the larger 3.0 in (76 mm) main bearing journals of the 400 V8. To compensate for the shorter stroke the pistons for the 351M have a taller compression height, so that it could use the same connecting rods as the 400. The result of the 351M using the longer 400 connecting rod was a higher connecting rod-to-stroke ratio of 1.88:1 than the 351C and 400's of 1.65:1. Other than pistons and crankshaft the 351M shared all of its major components with the 400, and it also used the large
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chamber heads, but retained the same large ports, valves, and adjustable valve train used in 1971. This resulted in a compression ratio decreased to 9.2:1 while the cleaner-burning open-chamber heads helped meet the new emissions regulations. The Ram Air option was no longer available. The engine otherwise remained unchanged from 1971. This engine produced 275 hp (205 kW) using the more realistic SAE net system and was only available in the 1972 Ford
Mustang. It was, however, now available in any body style or model of the Mustang, unlike the Boss 351. The 3.91
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with a compression height that was too short and this led to an excessive deck clearance of 0.067" to .080" compared to a 351-2V at 0.035" . In 1971, this method of reducing compression was sufficient due to the higher octane leaded fuels. However, once lower octane unleaded fuels became used the excessive deck clearance led to problems with detonation. For 1975, Ford dealt with this problem by decreasing the compression ratio further with a larger 15cc piston dish and reducing ignition timing. However, the 400 V8 obtained a reputation for being prone to detonation.
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412:(four venturi) large port cylinder heads were used on the 4-barrel engines. While the 2Vs used the smaller port of the two, these ports and valves were significantly larger than Windsor engines. The 4V heads had enormous ports which flowed very well, in particular at higher valve lift. The 4V heads could out-flow Chevrolet Double Hump heads and Chrysler's high-performance 340 heads. 2V heads still have excellent flow, and actually have slightly better flow than the 4V heads at lower valve lift values.
353:. This results in the 335 series engine block being heavier than the Small Block engines. The 335 series use a dry intake manifold with the radiator hose connecting vertically to the cylinder block above the cam timing chain cover. Small Blocks use a wet intake manifold which routes coolant through the intake manifold via a horizontally protruding hose. The 335 uses smaller, 14mm, spark plugs and has a square-shaped eight bolt rocker cover while the Windsor's six-bolt rocker cover is more rounded.
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Ford used the "M" designation. Further confusion arises from Ford printing "351M/400" on the emission stickers for the engine. The "351M/400" referenced the engine family, and some confused this with the engine name. This sticker also listed the engine displacement below the engine family. Ford's official name for the 400 V8 contains no additional designations - the proper nomenclature is simply "400." In the early 1970s before the 351M debuted, Ford referred to the 400 as the "400 Cleveland".
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blocks cast at the
Michigan Casting Center prior to March 2, 1977, experienced water jacket cracking problems above the lifter bores. The cracking was (potentially) caused by an internal coring problem when the blocks were cast, although others considered it to be normal freeze cracking. The result was horizontal cracks approximately 1" above the lifter bore. After March 2, 1977, the blocks cast at Michigan Casting Center did not have problems with cracking.
1106:, this engine family had nothing comparable in size to the 390 V8. For the 1971 model year, Ford introduced the 400 V8 engine as a replacement for the 390 V8. Ford billed the 400 as the 351C's big brother. It was designed to provide brisk acceleration in medium to heavy weight vehicles in an engine package that was smaller and lighter than the FE V8 Engines and the 385 Series Ford V8's.
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handle the loads imparted by the clutch. The truck engines had unique parts including pistons for different compression ratios from the car engines, truck specific intake and exhaust manifolds, camshaft with more lift, and timing set that did not retard the camshaft timing. The strengthened engine block was introduced to the Ford cars for the 1978 model year.
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432:. The Boss 302 used a large port closed chamber 4V cylinder head which required minor modifications to make the cylinder heads work with the Windsor engine block. The Boss 302 version of the cylinder heads used small 58cc cambers and large 2.23" intake valves. The valves were later reduced to 2.19" as used on the 351C 4V cylinder heads.
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351C. It later expanded to include a 400 cu in (6.6 L) engine which used a taller version of the engine block, commonly referred to as a tall deck engine block, a 351 cu in (5.8 L) tall deck variant, called the 351M, and a 302 cu in (4.9 L) engine which was exclusive to
Australia.
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The combination of the closed chamber heads with the small 2V ports has caused the 302C head to be a bolt-on-performance upgrade for other 335 series V8s. Having the smallest combustion chamber of the 335 series V8s, these cylinder heads will easily boost the static compression ratio of any other 335
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In
November 1971, Ford of Australia began to manufacture the 301.6 cu in (4.9 L; 4,942 cc) Cleveland engine at the Geelong engine plant alongside of the 351C. The engine remained in production until 1982 and was only produced in Australia. The 302C was considered an economy V8 and
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In
November 1971, Ford of Australia began to manufacture the 335-series V8 locally at the Geelong engine plant. They produced both the 351C-2V and 351C-4V engine along with a short stroke version displacing 302 cubic inches. These new locally built engines replaced the previously imported 302 Windsor
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402.1 cu in (6.6 L; 6,590 cc). To accommodate the longer stroke, Ford engineers increased the block deck height to 10.297 inches compared to the 351C's 9.206 inches. As a result, the 400 used longer (6.580 inch) connecting rods than the 351C (5.778 inch), but it retained
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was modified for better airflow, used screw-in studs with adjustable rocker arms, and except for the water passages and larger combustion chambers, were very similar to the heads used on the Boss 302. The valve train used hardened and ground push rods with guide plates and single grove-hardened valve
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Other changes to the engine were related to ease of manufacture and improved reliability. This led to elimination of coolant flowing through a 'dry' intake manifold, a potential source of leaks and minimized unnecessary heat transfer. To perform this change, the front of the engine block was extended
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At this time, it was also decided to upgrade the design of the new Cleveland manufactured 351s to improve performance. Two cylinder-head designs were developed, one similar to the 351W, but with larger ports and valves, and the other with very large ports with canted intake and exhaust valves similar
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To reduce production costs, Ford eliminated one of the 335 series's main oil galleries from the block casting, leaving two compared to the Small Block family's three. The result was an oil system very similar to the 385 series V8s, adequate for street engines but falling short in high-revolution race
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series, including the canted valve layout, the valve train design, and thin-wall casting technology. All 335 series V8s had free breathing, large-port canted valve heads with a rugged engine block. These engines use a shallow poly angle combustion chamber rather than the wedge style used on the small
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Initially, the 351C was imported to Australia from the US. Both the 351-2V and 351-4V were imported and both were in all respects the same as the American market counterparts. In November 1971, Ford of Australia began producing its own 351C engines, ending the importation of American engines. At the
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Likewise, Ford's use of the 400 block in the creation of the 351M engine has resulted in the 400 mistakenly being referred to as the "400M" or "400 Modified." This is despite the 400 having been the design basis from which the "modified" 351M was derived and it was in production several years before
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The 400 V8s for the model years 1971–72 were either cast in the Dearborn Iron Foundry or the Cleveland Foundry. Those built for model years 1973–79 were either cast in the Cleveland Foundry or the Michigan Casting Center. The 351M introduced in 1975 shared the same block as the 400. The 351M and 400
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All 335 series engines shared the same 4.38 in (111 mm) bore spacing and cylinder head bolt pattern as the Small Block V8 family. There are a number of significant differences between the two engine families. The 335 series have a roughly two-inch extension cast into the front of the block
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replaced the 351C in North American markets. Initially Ford of Australia imported US made 351C engines. However, by November 1971, Ford of Australia began to manufacture the 351C locally at the Geelong Foundry. This engine was very similar to the American counterpart and remained in production until
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When the 351 Cleveland was discontinued after the 1974 model year, Ford needed another engine in that size range, since production of the 351 Windsor was not sufficient. Ford took the 400 engine's tall-deck block and installed a crankshaft with a shorter 3.5 in (89 mm) stroke to produce a
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The development of the 400 V8 led to a significant design flaw that remained with the engine throughout its production life. With a longer stroke, the compression ratio became excessively high with the 351-2V heads and flat top pistons. Ford engineers reduced the compression ratio by using a piston
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The 351C HO "R-code" had a number of changes to help meet emission standards for 1972 compared to the 1971 Boss 351 "R-Code". The camshaft had less duration, but more valve lift, while the mechanical lifters remained unchanged. The forged pistons were changed to flat-top style and the heads to open
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The cylinder-head design for the 335 series engines is its most definitive design feature. All cylinder head variants were two-valve that use large free flowing ports with poly-angle or 'canted' valves, resulting in the intake and exhaust valves being at separate angles. This allowed for very large
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between 1969 and 1982. The "335" designation reflected Ford management's decision to produce an engine of that size (335 cubic inches) with room for expansion during its development. This engine family began production in late 1969 with a 351 cu in (5.8 L) engine, commonly called the
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There exists debate as to what Ford meant by the "M" designation of the 351M. Some claim the "M" stands for “Modified” - being modified from a 400-V8 with a shortened stroke - though others claim that the "M" refers to the Michigan Casting Center, where the 351M began production. Some say that the
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The Q-code 351 "Cobra-Jet" (also called 351-CJ, 351-4V) was produced from May 1971 through the 1974 model year. It was a lower-compression design that used open-chamber 4V heads. The open-chamber heads exhibited superior emissions characteristics and were used to meet the more stringent emissions
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for strength, and used improved durability 180,000 PSI 3/8-inch nuts and bolts. The R-code Boss 351 was only installed in the 1971 Boss 351 Mustang, and it came equipped with Ram Air induction. Ford manufactured 1,806 Boss 351 Mustangs in 1971, 591 of which are registered and accounted for on the
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Most 335 series engines used stamped rocker arms with cast fulcrums that made for a non-adjustable valve train. The rocker arm design was originally used by the Ford 385 series engines. However, the Boss 351 and 351 HO had an adjustable valve train, using rocker arms mounted on screw-in studs and
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and resistance to detonation. The closed combustion chamber promotes better swirling of incoming air fuel mixture, giving it a low-rpm torque advantage, and requires less machining to obtain high compression ratios. However, the open chamber heads valves are less shrouded, which improves low lift
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In addition to the two port sizes, the 335 cylinder heads used two style of combustion chambers, an open or a closed "quench" chamber. Both combustion chambers are very shallow, due to the shallow valve angles. The combustion chambers are almost a very shallow hemispherical chamber, rather than a
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big-block 360 and 390 engines in its light truck line with its new 351M and 400 engines. For light-truck use, a manual transmission could be ordered for the first time with these engines. As a result, the block was strengthened in the main bearing supports, in particular the #3 support to better
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carburetor. The 1970 engines had an advertised 11.0:1 compression ratio and were rated at 300 bhp (224 kW; 304 PS) at 5400 rpm. The 1971 version had a slightly lower advertised compression ratio of 10.7:1 due in part to the slightly larger combustion chambers, and the power rating
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The H-code 351 Cleveland engines were low performance engines with low compression and two-barrel carburetors. All H-code engines ran on regular grade fuel. Compression ratio was 9.5:1 in 1970 and progressively dropped annually until it reached it low point of 8.0:1 compression in 1973 and 1974.
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V8's. However, the 351 Windsor was phased out for 1970 in favor of the newer 351 Cleveland. The 351 Cleveland engines continued to be imported from the US along with the 302 Windsor V8. Both the low-performance 351C-2V and the high performance 351C-4V were imported with the vast majority of the
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The first engine in the 335 series was introduced in late 1969 as the 351C. The 400 cu in appeared in the third quarter of 1970, which raised deck height from 9.206 in (234 mm) and tall deck 10.297 in (262 mm) to accommodate a longer stroke, and used larger main bearings for
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plant in which most of these engines were manufactured. This plant complex included a gray iron foundry (Cleveland Casting Plant), and two engine assembly plants (Engine plant 1 & 2). As newer automobile engines began incorporating aluminum blocks, Ford closed the casting plant in May 2012.
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reported a project in which a Boss 351 was assembled to the exact internal specifications of an original motor, but fitted with open, long tube, 1-3/4-inch Hooker headers (vs. the stock cast-iron manifolds), a facility water pump, a 750 Holley Street HP-series carburetor (vs. the stock 715 CFM
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The M-code was a high-compression, high-performance variation of the 351C, produced in 1970 and 1971. The M-code engines used the large-port 4V heads with a closed "quench" combustion chamber and large valves. These engines also included cast-aluminum flat-top pistons, stiffer valve springs, a
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began production in July 1969 for the 1970 model year. Its actual displacement was 351.9 cubic inches (5,766 cc). A conventional two-barrel "2V" (two venturi) version and a four-barrel "4V" (four venturi) performance version were built. The 351C-2V was never marketed as a high-performance
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351M production began for the 1975 model year and blocks were cast in the Michigan Casting Center or the Cleveland Foundry. The 351M was the last pushrod V8 block designed by Ford until the introduction of the 7.3-liter "Godzilla" engine for the Super Duty trucks in model year 2020.
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Autolite unit), and minus the factory air filter assembly, engine accessories, or factory exhaust system. In that externally modified state it produced 383 hp (286 kW) gross at 6,100 rpm, and 391 lbâ‹…ft (530 Nâ‹…m) torque (gross) at 4,000 rpm. A measurement of
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platform Fords had anything larger than 302 ci available, and this need was filled with the 351W. With low demand for engines in the size range of the 351M/400, the 335-series V8's no longer had a need to be produced.
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JG32AR33633K built on 25 November 1982. Ford Australia continued to make remnant stock of the 351C available in Bronco and F-series vehicles until August 1985. Australian-built 351 engines were also used by
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V8s at its Windsor Engine Plant #1 in Windsor, Ontario, Canada. Sales and marketing forecasts for the 1969 model year called for a second line, which was organized at Ford's Cleveland, Ohio, engine works.
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series V8. In addition, the small ports used on these head are more efficient for a street performance engine, than the large port 4V heads that tend to favour performance only at higher engine speeds.
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features had already been built into the 351M and 400 engine, rendering adaptation to electronic feedback fuel/air systems difficult. One requirement of the second-generation equipment was an oxygen (O
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for the 1975 model year. This new variation used the same bore and stroke dimensions of the 351C, but used the tall deck block from the 400 V8 engine and was only available with a 2 barrel carburetor.
1365:) sensor in the exhaust, which had to be placed before the Thermactor air was added. Since Thermactor air was injected right into the block's exhaust ports in the M-block, there was nowhere for the O
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regulations led to the abandonment of the 351M/400 and the Cleveland production line. By 1980, mid-sized V8's had disappeared from the option list for almost all Ford cars. Only the full-size
1329:"M" designation has no official meaning, and that it was just Ford's way of distinguishing the 351M from the 351C and 351W. Ford master part catalogs reference the engine as a Modified.
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at the time — for race purposes in Australia. When the engine's local racing career ended at the end of 1984, the surplus stock was shipped and sold in the United States for use in the
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The Boss 351 was the most potent high-performance variant of the 351C available only in the 1971 Boss 351 Mustang. Rated at 330 bhp (246 kW), it was fitted with a four-barrel
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horsepower would be significantly lower, and represents a more realistic as-installed configuration with all engine accessories, air cleaner assembly, and automobile exhaust system.
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valves to be installed, while reducing the port length and minimizing sharp turns within the port. The 335-Series cylinder heads had freer flowing ports than the Ford Windsor V8s.
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was becoming outdated. With pending emission requirements, a more modern replacement was needed. Although the big-block 385 family was used to replace the larger displacement 428
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wedge shaped. The closed chamber heads enclose the valves more closely, reducing combustion chamber volume, to increase the compression ratio. However, both designs have the same
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cars after American supplies had come to an end. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS (265 kW; 355 hp).
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The 351M and 400 were last offered in a Ford passenger car in 1979. They remained available in Ford light-trucks until 1982. Reduced demand for larger engines due to tightening
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with the addition of catalytic converters to the exhaust system. An extra water jacket was added to the heads, along with further enlarging the combustion chamber to 80 cc.
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engines being the 351C-2V. Like the US engines, the 4V versions used the closed "quench" chambered heads and used the larger ports on the cylinder heads.
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Today, an array of performance parts are becoming more available for the "M" engines, with a resurgence of popularity in the classic truck market.
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spreadbore carburetor, an aluminum intake manifold, solid lifters, dual-point distributor, a six-quart oil pan, and cast-aluminum valve covers.
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in both the car and truck lines. The 335 series only outlived the FE series by a half-decade, being replaced by the more compact Windsor V8s.
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emission system caused the exhaust port to be more restrictive than the earlier 1971-74 heads. The 400 was re-tuned by Ford in 1975 to use
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In addition, there were difficulties adapting the M-block to the second generation of emissions controls. Unlike previous Ford engines,
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dropped to 285 bhp (213 kW; 289 PS) at 5400 rpm. The M-code 351C required premium fuel and was available in the 1970-71
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blocks. The 335 engines use large main-bearing caps, with two-bolt as standard and four-bolt added on some performance versions.
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December 1981. Ford of Australia also produced a smaller 302C alongside the 351C, which was exclusive to the Australian market.
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The 335 series engines were used in mid- and full-sized cars and light trucks, (351M/400 only) at times concurrently with the
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style bellhousing. The 351M was only ever equipped with a 2-barrel carburetor and open chamber small port 2V cylinder heads.
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The 400 was designed as a high torque, low RPM engine that was a smaller, more efficient and lighter alternative for the big
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which made premium fuel necessary. It had four-bolt main bearing caps selected for hardness and a premium cast-iron
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An Australian factory-forged 302 Cleveland crankshaft in-situ. The number "302" confirms its intended displacement.
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705:. Sales, marketing, and product planning favored the canted valve design, as it was viewed as more innovative.
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engine was based on the 351 Cleveland but had a half-inch longer stroke than the 351 Cleveland. The 400 had "
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that used a unique short-skirt engine block that was both longer and heavier than that of the existing
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Only 398 Ford Mustangs with the 351C HO engine were produced, according to production data from Ford.
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which forms an integrated timing cover enclosure covered by a piece of flat steel, similar to an
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Production of the 351C ceased at the end of the 1974 model year. The engine was replaced by the
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The genesis of the "351 Cleveland" resulted from Ford's inability to produce enough of its new
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The 335-series engines used different cylinder heads for two and four barrel carburetors. The
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1933:"The Ford 335 Series V8 Engines (351C, 400, 351M) – It Could've Been a Contender, Part 2"
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1605:"Ford to close Cleveland Engine Plant No. 2, home of the iconic '351 Cleveland' engine"
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The 351C, introduced in 1969 for the 1970 model year, is commonly referred to as the
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1704:"The Ford 335 Series V8 Engines (351C, 400, 351M) – It Could've Been a Contender"
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and its variations through 1979. By the late 1970s it was also available in the
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408:(two venturi) small port cylinder heads were used on 2-barrel engines while the
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Prior to the release of the 351C, the 335 Series cylinder head was used on the
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199:
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2723:
2686:
2668:
2392:
1415:
1392:
During the 1969 Model year, Ford of Australia imported approximately 17,000
811:
370:
308:
382:
782:
324:
additional strength. This was similar to the changes made to convert a
1184:
big-block and were typically equipped with the higher torque-capacity
1468:
786:
2051:
1437:
724:
292:, in cars. These engines were also used as a replacement for the
1406:
1153:
for the 1971 model year. For 1972, it was also available in the
2456:
2070:"Muscle Car Engine Shootout - Ford Boss 351 Vs. Chevy LT-1 350"
847:
rear and four speed were still the only available drivetrain.
421:
airflow, and they exhibit better emissions characteristics.
1768:(2nd ed.). Minneapolis, MN: Motorbooks International.
1082:
cam timing retard 4° in 1972, compression reduced in 1973
2305:"Ford Super Duty 7.3L Godzilla V8 vs. GM, Ram V8 Engines"
1475:, as Detroit no longer offered the 351 Cleveland engine.
884:
434:
2486:
engine timeline, North American market, 1950s–1970s —
2281:
1973:
1971:
1777:
1775:
1210:
1176:
Unlike the 351C, almost all 400 blocks used the large
743:
high-performance hydraulic camshaft, and a squarebore
2021:
2019:
1956:
1954:
2443:
Short descriptions of Ford overhead valve V8 engines
2090:(Sales Brochure ed.). Ford Motor Company. 1971.
1981:(Sales Brochure ed.). Ford Motor Company. 1970.
865:, Ford Torino, Mercury Montego, and Mercury Cougar.
1992:
1990:
1988:
315:. The 335 series incorporated features used on the
245:
224:
219:
198:
187:
161:
139:
129:
107:
84:
79:
71:
63:
51:
46:
32:
1899:"Ford 351 Cleveland Performance Guide: Valvetrain"
2128:
2126:
2124:
2122:
1759:
1757:
1755:
1753:
1751:
1749:
1747:
1745:
1743:
1741:
1739:
1737:
1735:
1733:
1731:
1729:
1727:
1725:
1927:
1925:
1923:
1921:
1919:
2468:
1964:. Los Angeles, CA: Petersen Publishing. 1976.
1467:5.8 litre engines — similar to those used in
8:
1637:
1635:
1633:
1631:
1629:
1627:
1625:
1583:
1581:
1579:
1577:
1575:
1573:
1571:
1569:
1567:
1565:
1563:
1561:
1559:
1557:
1555:
1553:
1551:
1549:
1547:
1545:
1867:
1865:
1863:
1543:
1541:
1539:
1537:
1535:
1533:
1531:
1529:
1527:
1525:
1306:For the 1977 model year, Ford replaced its
264:family was a group of engines built by the
2475:
2461:
2453:
2379:Vereinigte Motor-Verlage GmbH & Co. KG
1999:"Last of the Hot Rods - 1973 Ford Mustang"
1698:
1696:
1694:
1692:
1690:
1688:
1686:
1684:
38:
29:
1836:
1834:
1832:
1830:
1784:"Ford 351 Cleveland Engines: Lubrication"
1682:
1680:
1678:
1676:
1674:
1672:
1670:
1668:
1666:
1664:
2496:
2420:. 1998–2015 HowStuffWorks, InfoSpace LLC
2257:
2255:
2159:
2157:
2155:
2153:
2151:
27:Reciprocating internal combustion engine
1521:
1501:
2510:
2507:
2504:
2377:(in German). Vol. 30. Stuttgart:
2499:
2212:"Block 400 FMX - Clevelands Forever!"
7:
2373:Heitz, Rudolf, ed. (1 August 1986).
1810:"351C Basics and Performance Tuning"
1592:. Dorset England: Veloce Publishing.
1603:Schoenberger, Robert (3 May 2012).
1463:Ford Australia built a quantity of
1165:, Ford F-series pickup trucks, the
437:335 Series V8 engine cylinder heads
2052:"Welcome to the Boss 351 Registry"
1962:Petersen's Big Book of Auto Repair
122:402.1 cu in (6.6 L)
119:351.9 cu in (5.8 L)
116:301.6 cu in (4.9 L)
25:
2303:Lopez, Jonathan (8 August 2019).
2165:"Bubba's M-Block Engine Workshop"
1843:"The 351 Cleveland Cylinder Head"
1766:The Ultimate V-8 Engine Data Book
1373:302 and 351 Cleveland (Australia)
1324:351M/400 identification confusion
344:Comparison to Ford Small Block V8
881:351C engine specifications chart
381:
369:
1997:Traver, David (February 2010).
1788:Car Tech Auto Books and Manuals
1283:10.297 in (261.5 mm)
2331:"History of the Ford 351M/400"
2278:"Geoff Infield's Ford V8 page"
2264:How to Rebuild Ford V8 Engines
2105:. MBI Publishing. p. 63.
1643:"The Ford V-8 Engine Workshop"
1280:10.297 in (261.5 mm)
1:
1411:Vehicle Identification Number
1277:9.206 in (233.8 mm)
1255:6.58 in (167.1 mm)
1241:3.000 in (76.2 mm)
1609:The (Cleveland) Plain Dealer
1252:6.58 in (167.1 mm)
1249:5.78 in (146.8 mm)
1238:3.000 in (76.2 mm)
1235:2.750 in (69.8 mm)
729:1973 H-code 2V 351 Cleveland
335:For the 1975 model year the
276:after the Brook Park, Ohio,
1379:Note that there was also a
797:selected for hardness (90%
2823:
2772:
2763:
2758:
2742:
2736:
2729:
2715:
2713:
2706:
2704:
2700:
2695:
2674:
2672:
2660:
2655:
2646:
2623:
2621:
2614:
1232:Nominal main bearing size
1070:270° I/ 290° E 48° overlap
1038:275° I/ 275° E 35° overlap
1006:290° I/ 290° E 58° overlap
971:266° I/ 270° E 34° overlap
818:The January 2010 issue of
789:gave an 11.1:1 advertised
286:Windsor small-block family
212:Cast iron cam, flat tappet
2807:Gasoline engines by model
2770:
2756:
2751:
2747:
2740:
2734:
2727:
2722:
2690:
2685:
2678:
2676:
2667:
2653:
2644:
2639:
2634:
2627:
2625:
2612:
2607:
2494:
1588:Hammill, Des (Sep 2011).
1359:exhaust gas recirculation
1180:bolt pattern used by the
940:258° I/266° E 32° overlap
874:
336:
154:4.0 in (102 mm)
135:4.0 in (102 mm)
37:
2602:
2599:
2596:
2593:
2590:
2587:
2584:
2581:
2578:
2575:
2572:
2569:
2566:
2563:
2560:
2557:
2554:
2551:
2548:
2545:
2542:
2539:
2536:
2533:
2530:
2527:
2524:
2521:
2518:
2515:
2448:M-Block Ford V8 Workshop
815:Boss 351 Registry site.
806:split locks. The forged
304:The 335-series V8s were
151:3.5 in (89 mm)
148:3.0 in (76 mm)
2353:"Demise of the M-Block"
2135:"The 335 Engine Family"
1764:Sessler, Peter (2010).
1315:Block-cracking problems
690:Ford small block engine
2414:"DeTomaso Sports Cars"
1443:
730:
2266:. New York: HP books.
2191:GoMoG Workshop Manual
2101:Sanow, Edwin (1997).
1847:Pantera International
1814:Pantera International
1441:
887:351 Cleveland engines
810:were shot-peened and
779:Autolite model 4300-D
728:
18:Ford Cleveland engine
2262:Monroe, Tom (1980).
1490:List of Ford engines
1260:Rod-to-Stroke Ratio
430:Ford Boss 302 engine
351:Oldsmobile V8 engine
2284:on 18 February 2006
2187:"Weights and Sizes"
1879:on 24 December 2013
1215:
1167:Lincoln Continental
889:
490:351C-2V, 351M, 400
439:
313:Ford small block V8
180:10.297" (351M, 400)
177:9.206" (302C, 351C)
100:4.380" bore spacing
2609:4-cylinder engines
2484:Ford Motor Company
2240:. 351Cleveland.net
1939:. Curbside Classic
1710:. Curbside Classic
1444:
1211:
905:Combustion Chamber
885:
731:
703:Ford 385 series V8
435:
418:thermal efficiency
266:Ford Motor Company
58:Ford Motor Company
2784:
2783:
2779:
2778:
2629:Ford Pinto engine
2418:HowStuffWorks.com
2375:Auto Katalog 1987
2112:978-0-7603-0372-6
2056:Boss 351 Registry
2031:Boss 351 Registry
1979:1971 Ford Mustang
1473:De Tomaso Pantera
1418:in Italy for the
1381:302 "small block"
1302:Light truck usage
1287:
1286:
1213:Engine dimensions
1194:unleaded gasoline
1086:
1085:
1073:0.480" I/0.488" E
1041:0.491" I/0.491" E
974:0.427" I/0.427" E
943:0.400" I/0.406" E
917:Main Bearing Caps
908:Camshaft Duration
791:compression ratio
701:to the big-block
676:
675:
255:
254:
67:Ford Cleveland V8
16:(Redirected from
2814:
2657:Mileage Maker I6
2616:Ford Kent engine
2497:
2477:
2470:
2463:
2454:
2430:
2429:
2427:
2425:
2410:
2404:
2403:
2401:
2399:
2393:"Aus Ford Parts"
2389:
2383:
2382:
2370:
2364:
2363:
2361:
2359:
2348:
2342:
2341:
2339:
2337:
2327:
2321:
2320:
2318:
2316:
2300:
2294:
2293:
2291:
2289:
2280:. Archived from
2274:
2268:
2267:
2259:
2250:
2249:
2247:
2245:
2234:
2228:
2227:
2225:
2223:
2214:. Archived from
2208:
2202:
2201:
2199:
2197:
2182:
2176:
2175:
2173:
2171:
2161:
2146:
2145:
2143:
2141:
2130:
2117:
2116:
2103:Ford Police Cars
2098:
2092:
2091:
2088:1972 Ford Torino
2084:
2078:
2077:
2074:Hot Rod Magazine
2066:
2060:
2059:
2048:
2042:
2041:
2039:
2037:
2023:
2014:
2013:
2011:
2009:
1994:
1983:
1982:
1975:
1966:
1965:
1958:
1949:
1948:
1946:
1944:
1937:Curbside Classic
1929:
1914:
1913:
1911:
1909:
1895:
1889:
1888:
1886:
1884:
1875:. Archived from
1869:
1858:
1857:
1855:
1853:
1838:
1825:
1824:
1822:
1820:
1805:
1799:
1798:
1796:
1794:
1779:
1770:
1769:
1761:
1720:
1719:
1717:
1715:
1708:Curbside Classic
1700:
1659:
1658:
1656:
1654:
1645:. Archived from
1639:
1620:
1619:
1617:
1615:
1600:
1594:
1593:
1585:
1509:
1506:
1216:
1163:Ford Thunderbird
1143:Mercury Monterey
1127:Ford 385 engines
1098:By 1970 the 390
1009:0.467" I/0.477 E
890:
855:
854:
837:
836:
772:
771:
646:1973-74 351C-CJ
594:1971-72 351C-CJ
440:
385:
373:
278:Cleveland Engine
42:
30:
21:
2822:
2821:
2817:
2816:
2815:
2813:
2812:
2811:
2787:
2786:
2785:
2780:
2765:Ford 385 engine
2731:Lincoln Y-Block
2724:Medium block V8
2490:
2481:
2439:
2434:
2433:
2423:
2421:
2412:
2411:
2407:
2397:
2395:
2391:
2390:
2386:
2372:
2371:
2367:
2357:
2355:
2350:
2349:
2345:
2335:
2333:
2329:
2328:
2324:
2314:
2312:
2302:
2301:
2297:
2287:
2285:
2276:
2275:
2271:
2261:
2260:
2253:
2243:
2241:
2236:
2235:
2231:
2221:
2219:
2210:
2209:
2205:
2195:
2193:
2184:
2183:
2179:
2169:
2167:
2163:
2162:
2149:
2139:
2137:
2132:
2131:
2120:
2113:
2100:
2099:
2095:
2086:
2085:
2081:
2068:
2067:
2063:
2050:
2049:
2045:
2035:
2033:
2027:"351 Cleveland"
2025:
2024:
2017:
2007:
2005:
1996:
1995:
1986:
1977:
1976:
1969:
1960:
1959:
1952:
1942:
1940:
1931:
1930:
1917:
1907:
1905:
1897:
1896:
1892:
1882:
1880:
1871:
1870:
1861:
1851:
1849:
1841:Pence, George.
1840:
1839:
1828:
1818:
1816:
1808:Pence, George.
1807:
1806:
1802:
1792:
1790:
1781:
1780:
1773:
1763:
1762:
1723:
1713:
1711:
1702:
1701:
1662:
1652:
1650:
1649:on 17 June 2014
1641:
1640:
1623:
1613:
1611:
1602:
1601:
1597:
1587:
1586:
1523:
1518:
1513:
1512:
1507:
1503:
1498:
1485:Ford 385 engine
1481:
1457:
1436:
1390:
1375:
1368:
1364:
1339:
1326:
1317:
1304:
1209:
1186:C6 transmission
1159:Mercury Montego
1096:
1091:
1061:May 1971 – 1974
883:
871:
858:
856:(351 Cobra-Jet)
852:
851:
840:
834:
833:
808:connecting rods
775:
769:
768:
754:Mercury Montego
745:Autolite 4300-A
740:
723:
686:
681:
651:Australian 302C
398:
393:
392:
391:
390:
389:
386:
378:
377:
376:Cleveland block
374:
359:
346:
326:302 Small Block
302:
250:Ford Windsor V8
241:
237:Ford Windsor V8
215:
183:
157:
125:
103:
75:1969–1982
28:
23:
22:
15:
12:
11:
5:
2820:
2818:
2810:
2809:
2804:
2799:
2789:
2788:
2782:
2781:
2777:
2776:
2771:
2768:
2767:
2762:
2757:
2755:
2749:
2748:
2746:
2744:Ford FE engine
2741:
2738:
2737:
2735:
2733:
2728:
2726:
2720:
2719:
2714:
2711:
2710:
2705:
2702:
2701:
2699:
2694:
2689:
2687:Small block V8
2683:
2682:
2677:
2675:
2673:
2671:
2665:
2664:
2659:
2654:
2651:
2650:
2648:Thriftpower I6
2645:
2643:
2638:
2632:
2631:
2626:
2624:
2622:
2619:
2618:
2613:
2611:
2605:
2604:
2601:
2598:
2595:
2592:
2589:
2586:
2583:
2580:
2577:
2574:
2571:
2568:
2565:
2562:
2559:
2556:
2553:
2550:
2547:
2544:
2541:
2538:
2535:
2532:
2529:
2526:
2523:
2520:
2517:
2513:
2512:
2509:
2506:
2503:
2495:
2492:
2491:
2482:
2480:
2479:
2472:
2465:
2457:
2451:
2450:
2445:
2438:
2437:External links
2435:
2432:
2431:
2405:
2384:
2381:. p. 120.
2365:
2343:
2322:
2309:Ford Authority
2295:
2269:
2251:
2229:
2218:on 6 June 2013
2203:
2185:Farmer, Dave.
2177:
2147:
2133:Resch, David.
2118:
2111:
2093:
2079:
2061:
2043:
2015:
1984:
1967:
1950:
1915:
1890:
1859:
1826:
1800:
1771:
1721:
1660:
1621:
1595:
1590:Ford Cleveland
1520:
1519:
1517:
1514:
1511:
1510:
1500:
1499:
1497:
1494:
1493:
1492:
1487:
1480:
1477:
1456:
1453:
1435:
1432:
1389:
1386:
1385:
1384:
1374:
1371:
1369:sensor to go.
1366:
1362:
1338:
1335:
1325:
1322:
1316:
1313:
1303:
1300:
1285:
1284:
1281:
1278:
1275:
1271:
1270:
1267:
1264:
1261:
1257:
1256:
1253:
1250:
1247:
1243:
1242:
1239:
1236:
1233:
1229:
1228:
1225:
1222:
1219:
1208:
1205:
1141:lines, and in
1095:
1092:
1090:
1087:
1084:
1083:
1080:
1077:
1074:
1071:
1068:
1065:
1062:
1059:
1056:
1052:
1051:
1048:
1045:
1042:
1039:
1036:
1033:
1030:
1027:
1024:
1020:
1019:
1016:
1013:
1010:
1007:
1004:
1003:Closed Chamber
1001:
998:
995:
988:
984:
983:
981:
978:
975:
972:
969:
968:Closed Chamber
966:
963:
960:
957:
953:
952:
950:
947:
944:
941:
938:
935:
932:
929:
926:
922:
921:
918:
915:
912:
909:
906:
903:
900:
897:
894:
882:
879:
870:
867:
857:
849:
839:
831:
774:
766:
762:Mercury Cougar
739:
736:
722:
719:
685:
682:
680:
677:
674:
673:
670:
667:
664:
661:
658:
655:
652:
648:
647:
644:
641:
638:
635:
632:
629:
626:
622:
621:
618:
615:
612:
609:
606:
603:
600:
596:
595:
592:
589:
586:
583:
580:
577:
574:
570:
569:
568:1971 Boss 351
566:
563:
560:
557:
554:
551:
548:
544:
543:
540:
537:
534:
531:
528:
525:
522:
518:
517:
514:
511:
508:
505:
502:
499:
496:
492:
491:
488:
485:
482:
479:
476:
473:
470:
466:
465:
462:
459:
456:
453:
450:
449:Chamber volume
447:
444:
425:guide plates.
397:
396:Cylinder heads
394:
387:
380:
379:
375:
368:
367:
366:
365:
364:
358:
355:
345:
342:
306:overhead valve
301:
298:
253:
252:
247:
243:
242:
240:
239:
234:
228:
226:
222:
221:
217:
216:
214:
213:
210:
208:Overhead valve
204:
202:
196:
195:
192:
185:
184:
182:
181:
178:
175:
172:
168:
166:
163:Cylinder block
159:
158:
156:
155:
152:
149:
145:
143:
137:
136:
133:
127:
126:
124:
123:
120:
117:
113:
111:
105:
104:
102:
101:
98:
97:small-block V8
90:
88:
82:
81:
77:
76:
73:
69:
68:
65:
61:
60:
55:
49:
48:
44:
43:
35:
34:
26:
24:
14:
13:
10:
9:
6:
4:
3:
2:
2819:
2808:
2805:
2803:
2800:
2798:
2795:
2794:
2792:
2775:
2774:Super Duty V8
2769:
2766:
2761:
2754:
2750:
2745:
2739:
2732:
2725:
2721:
2718:
2712:
2709:
2703:
2698:
2693:
2688:
2684:
2681:
2670:
2666:
2663:
2658:
2652:
2649:
2642:
2637:
2633:
2630:
2620:
2617:
2610:
2606:
2514:
2502:
2498:
2493:
2489:
2485:
2478:
2473:
2471:
2466:
2464:
2459:
2458:
2455:
2449:
2446:
2444:
2441:
2440:
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2419:
2415:
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2394:
2388:
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2376:
2369:
2366:
2354:
2351:Resch, Dave.
2347:
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2326:
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2283:
2279:
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2239:
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2192:
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2065:
2062:
2057:
2053:
2047:
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2032:
2028:
2022:
2020:
2016:
2004:
2000:
1993:
1991:
1989:
1985:
1980:
1974:
1972:
1968:
1963:
1957:
1955:
1951:
1938:
1934:
1928:
1926:
1924:
1922:
1920:
1916:
1904:
1900:
1894:
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1878:
1874:
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1483:
1482:
1478:
1476:
1474:
1470:
1466:
1461:
1455:351 Cleveland
1454:
1452:
1448:
1440:
1434:302 Cleveland
1433:
1431:
1429:
1425:
1421:
1417:
1412:
1408:
1402:
1399:
1395:
1387:
1383:
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1377:
1376:
1372:
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1360:
1356:
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1334:
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1323:
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1314:
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1234:
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1201:
1197:
1195:
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1187:
1183:
1179:
1174:
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1168:
1164:
1160:
1156:
1152:
1148:
1144:
1140:
1136:
1132:
1128:
1123:
1120:
1116:
1112:
1107:
1105:
1101:
1093:
1088:
1081:
1078:
1075:
1072:
1069:
1066:
1063:
1060:
1057:
1054:
1053:
1049:
1046:
1043:
1040:
1037:
1034:
1031:
1028:
1025:
1022:
1021:
1017:
1014:
1011:
1008:
1005:
1002:
999:
996:
993:
989:
986:
985:
982:
979:
976:
973:
970:
967:
964:
961:
958:
955:
954:
951:
948:
945:
942:
939:
936:
933:
930:
927:
924:
923:
919:
916:
913:
911:Camshaft Lift
910:
907:
904:
901:
898:
895:
892:
891:
888:
880:
878:
876:
868:
866:
864:
863:Ford Ranchero
850:
848:
846:
832:
830:
828:
823:
822:
816:
813:
809:
804:
803:cylinder head
800:
796:
792:
788:
784:
780:
767:
765:
763:
759:
755:
751:
746:
737:
735:
727:
720:
718:
715:
714:351 Cleveland
710:
706:
704:
698:
695:
691:
683:
679:351 Cleveland
678:
671:
668:
666:2.02" x 1.65"
665:
662:
659:
657:56.4 - 59.4cc
656:
653:
650:
649:
645:
642:
640:2.50" x 1.75"
639:
636:
633:
631:73.9 - 76.9cc
630:
627:
624:
623:
620:1972 351C HO
619:
616:
614:2.50" x 1.75"
613:
610:
607:
605:73.9 - 76.9cc
604:
601:
598:
597:
593:
590:
588:2.50" x 1.75"
587:
584:
581:
579:73.9 - 76.9cc
578:
575:
572:
571:
567:
564:
562:2.50" x 1.75"
561:
558:
555:
553:64.6 - 67.6cc
552:
549:
546:
545:
542:1971 351C-4V
541:
538:
536:2.50" x 1.75"
535:
532:
529:
527:64.6 - 67.6cc
526:
523:
520:
519:
516:1970 351C-4V
515:
512:
510:2.50" x 1.75"
509:
506:
503:
501:61.3 - 64.3cc
500:
497:
494:
493:
489:
486:
484:2.02" x 1.65"
483:
480:
477:
475:74.7 - 79.9cc
474:
471:
468:
467:
463:
460:
457:
455:Exhaust valve
454:
451:
448:
445:
442:
441:
438:
433:
431:
426:
422:
419:
413:
411:
407:
402:
395:
384:
372:
363:
356:
354:
352:
343:
341:
338:
333:
331:
327:
321:
318:
317:385 big-block
314:
310:
307:
299:
297:
295:
291:
287:
282:
279:
275:
274:351 Cleveland
270:
267:
263:
260:
251:
248:
244:
238:
235:
233:
230:
229:
227:
223:
218:
211:
209:
206:
205:
203:
201:
197:
193:
190:
189:Cylinder head
186:
179:
176:
173:
170:
169:
167:
164:
160:
153:
150:
147:
146:
144:
142:
141:Piston stroke
138:
134:
132:
131:Cylinder bore
128:
121:
118:
115:
114:
112:
110:
106:
99:
96:
92:
91:
89:
87:
86:Configuration
83:
78:
74:
70:
66:
62:
59:
56:
54:
50:
45:
41:
36:
31:
19:
2797:Ford engines
2753:Big block V8
2717:Cleveland V8
2716:
2697:Ford Y-block
2500:
2422:. Retrieved
2417:
2408:
2396:. Retrieved
2387:
2374:
2368:
2356:. Retrieved
2346:
2334:. Retrieved
2325:
2313:. Retrieved
2308:
2298:
2286:. Retrieved
2282:the original
2272:
2263:
2242:. Retrieved
2232:
2220:. Retrieved
2216:the original
2206:
2194:. Retrieved
2190:
2180:
2168:. Retrieved
2138:. Retrieved
2102:
2096:
2087:
2082:
2073:
2064:
2055:
2046:
2034:. Retrieved
2030:
2006:. Retrieved
2002:
1978:
1961:
1941:. Retrieved
1936:
1906:. Retrieved
1902:
1893:
1881:. Retrieved
1877:the original
1873:"351C heads"
1850:. Retrieved
1846:
1817:. Retrieved
1813:
1803:
1791:. Retrieved
1787:
1765:
1712:. Retrieved
1707:
1651:. Retrieved
1647:the original
1612:. Retrieved
1608:
1598:
1589:
1504:
1462:
1458:
1449:
1445:
1403:
1391:
1378:
1352:
1340:
1331:
1327:
1318:
1305:
1296:
1288:
1274:Deck height
1212:
1202:
1198:
1175:
1124:
1110:
1108:
1104:V8 FE engine
1100:V8 FE engine
1097:
1089:400 and 351M
1067:Open chamber
1035:Open Chamber
937:Open Chamber
886:
872:
859:
845:Traction Lok
841:
820:
817:
776:
758:Ford Mustang
741:
732:
713:
711:
707:
699:
687:
464:Application
461:Exhaust port
452:Intake valve
446:Chamber type
436:
427:
423:
414:
409:
405:
403:
399:
360:
347:
334:
322:
303:
294:FE V8 family
283:
273:
271:
258:
256:
174:Deck height:
109:Displacement
53:Manufacturer
2692:Flathead V8
2641:Flathead I6
2488:Next »
2222:10 February
1943:23 February
1714:22 February
1409:ESP sedan,
1398:351 Windsor
1394:302 Windsor
1337:Replacement
1246:Rod length
1178:bellhousing
1155:Ford Torino
902:Compression
896:Engine type
869:Replacement
835:1972 R-code
812:magnafluxed
770:1971 R-code
750:Ford Torino
669:1.84"x1.38"
643:2.00"x1.74"
617:2.00"x1.74"
591:2.00"x1.74"
565:2.00"x1.74"
539:2.00"x1.74"
513:2.00"x1.74"
487:1.84"x1.38"
458:Intake port
388:Small Block
330:351 Windsor
290:351 Windsor
225:Predecessor
64:Also called
33:Ford 335 V8
2802:V8 engines
2791:Categories
2708:Windsor V8
2680:Cologne V6
2669:V6 engines
2636:I6 engines
2424:5 February
1516:References
1355:Thermactor
1292:385 Series
1190:Thermactor
1182:385 family
1058:351C-4V CJ
1050:Very rare
1044:Mechanical
1026:351C-4V HO
1012:Mechanical
799:nodularity
795:crankshaft
773:(Boss 351)
357:Oil system
309:V8 engines
232:Ford FE V8
220:Chronology
200:Valvetrain
72:Production
2315:5 October
2238:"400 FMX"
1782:Cartech.
1428:Deauville
1424:Longchamp
1416:De Tomaso
1119:displaced
1109:The Ford
1076:Hydraulic
990:351C-4V "
977:Hydraulic
962:1970–1971
946:Hydraulic
931:1970–1974
694:351 cu in
443:Head type
246:Successor
194:Cast iron
171:Cast iron
2662:Truck I6
2003:Hemmings
1903:DIY Ford
1479:See also
1151:Brougham
992:Boss 351
838:(351 HO)
547:Boss 351
300:Overview
259:Ford 335
191:material
165:material
47:Overview
2288:25 July
1908:11 June
1819:15 June
1793:15 June
1420:Pantera
1388:History
1347:Panther
1269:1.88:1
1147:Marquis
1135:Galaxie
959:351C-4V
928:351C-2V
914:Tappets
827:SAE net
821:Hot Rod
801:). The
787:pistons
692:-based
684:History
625:351C-CJ
599:351C HO
573:351C-CJ
328:to the
2760:MEL V8
2511:1970s
2508:1960s
2505:1950s
2398:22 May
2358:22 May
2336:19 May
2244:20 May
2196:3 June
2170:18 May
2140:19 May
2109:
2036:3 June
2008:3 June
1883:1 June
1852:1 June
1653:22 May
1469:NASCAR
1465:4-bolt
1426:, and
1266:1.65:1
1263:1.65:1
1171:Mark V
1169:, and
1149:, and
1131:Custom
1115:square
1079:4-bolt
1047:4-bolt
1015:4-bolt
980:2-bolt
949:2-bolt
920:Notes
853:Q-code
785:domed
783:Forged
760:, and
738:M-code
721:H-code
654:Closed
550:Closed
524:Closed
498:Closed
288:, the
262:engine
80:Layout
1614:4 May
1496:Notes
1227:351M
1018:Rare
899:Years
672:302C
663:1.65"
660:2.04"
637:1.65"
634:2.04"
611:1.71"
608:2.19"
585:1.71"
582:2.19"
559:1.71"
556:2.19"
533:1.71"
530:2.19"
507:1.71"
504:2.19"
481:1.65"
478:2.04"
2501:Type
2426:2015
2400:2014
2360:2014
2338:2014
2317:2019
2311:. US
2290:2006
2246:2014
2224:2013
2198:2014
2172:2014
2142:2014
2107:ISBN
2038:2014
2010:2014
1945:2020
1910:2014
1885:2014
1854:2014
1821:2014
1795:2014
1716:2020
1655:2014
1616:2012
1407:Ghia
1396:and
1357:and
1343:CAFE
1221:351C
1207:351M
1137:and
1029:1972
1000:High
997:1971
965:High
893:Code
875:351M
712:The
628:Open
602:Open
576:Open
472:Open
337:351M
257:The
93:90°
1224:400
1139:LTD
1111:400
1094:400
1064:Low
1032:Low
934:Low
332:.
95:OHV
2793::
2603:9
2573:9
2543:9
2416:.
2307:.
2254:^
2189:.
2150:^
2121:^
2072:.
2054:.
2029:.
2018:^
2001:.
1987:^
1970:^
1953:^
1935:.
1918:^
1901:.
1862:^
1845:.
1829:^
1812:.
1786:.
1774:^
1724:^
1706:.
1663:^
1624:^
1607:.
1524:^
1422:,
1308:FE
1173:.
1157:,
1145:,
1133:,
1055:Q
1023:R
987:R
956:M
925:H
764:.
756:,
752:,
521:4V
495:4V
469:2V
410:4V
406:2V
2600:8
2597:7
2594:6
2591:5
2588:4
2585:3
2582:2
2579:1
2576:0
2570:8
2567:7
2564:6
2561:5
2558:4
2555:3
2552:2
2549:1
2546:0
2540:8
2537:7
2534:6
2531:5
2528:4
2525:3
2522:2
2519:1
2516:0
2476:e
2469:t
2462:v
2428:.
2402:.
2362:.
2340:.
2319:.
2292:.
2248:.
2226:.
2200:.
2174:.
2144:.
2115:.
2076:.
2058:.
2040:.
2012:.
1947:.
1912:.
1887:.
1856:.
1823:.
1797:.
1718:.
1657:.
1618:.
1367:2
1363:2
994:"
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
