351 cleve
#1
351 cleve
Ihave a 351cj, and i also have a 351w. I was told it was cheaper to build the windsor but if i want the most horse power for my buck i should build the cj, because it is a rarer block and it was built more for horse power with the 4bolt main, and all the other mods to the engine, heads and so on, and that i could use alot of the old stock parts and just get them worked on and i will have a torque monster with lots of power i would like to hear all of your responses. Even though i have been building the cj i still have my windsor block for a rainy day.I will post some pics of the car and the engine. One more thing a buddy of mine has a paint program and i would like to hear what you guys think of the color im thinking of, right now its like a purple blue and i want to paint it a charcoal gray.
#2
RE: 351 cleve
cj usually stands for "cobra jet" and im gonna have to say its not a cobra jet .This is the one instance im going to have to say that you should do a search on this subject and look through some old threads cuz this has been beat to death. Build what you want.They work out to the same cost as dodgestang pointed out.
#3
RE: 351 cleve
sorry to say i posted a pic of the stamp on the block, and do some research of your own it is a cj they made them for about 4 years thats it, so before you respond why dont you do some research but thanks for looking. i was also intrested in what other people thought of the color i wanted to paint it. and which would be a better power house
#5
RE: 351 cleve
The 351 Cleveland was introduced in 1969 as Ford's new performance car engine and was built through the end of the 1974 model year. It incorporated elements learned on the 385 big-block series and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.
Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.
Only the Q-code 351 "Cobra Jet" (1971-1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400) have space for them even in 2-bolt main form. The main difference between 351W/351C/351M/400 engines is connecting rod length and main bearing size. The 351M/400 engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size and shorter connecting rods than the 351W and the 351M/400 while retaining the SBF engine mount locations and bell housing pattern. The 400 engine has the longest stroke of any SBF or 335 series engine.
All of the 351C and 351M/400 engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.
[edit] H-code
[/align]1973 H-code 2V 351 Cleveland[/align][/align][/align]The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. These were produced from 1970 through 1974 and were used on a variety of Ford models from compact to intermediate.
[edit] M-code
The M-code version was produced from 1970 through 1971. It used a high 11:1 compression ratio with "4V" quad-barrel carburetors and the quench head-design 4V heads. Hydraulic lifters were also specified, with the M-code producing about 300hp (224kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.
[edit] 1971 R-code (Boss 351)
See also Ford Boss 351 engine
The 1971 R-code "Boss 351" used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. It produced about 330hp (246kW).
[edit] 1972 R-code
The R-code 351 Cleveland for 1972 was considerably different. It had reduced compression for emissions compliance and used open-chamber heads. It had a Hydraulic camshaft, however a four barrel carburetor was retained. It produced 400hp (207kW) using the new SAE net system.
[edit] Q-code (Cobra-Jet)
The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a low-compression design that included a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 266hp (198kW) (SAE net) for 1972 when installed in the [[Ford Mustang|Mustang] and 248 hp in the Ford Torino and Mercury Montego. The rating remained 266 hp for the Mustang and dropped to 246hp (183kW) for the intermediate Ford and Mercurys for 1973. The 351 CJ was rated at 255 hp in 1974 and was only installed in the Ford Torino, Mercury Montego and the Mercury Cougar.
Code
Engine type
Years
Compression
Notes
H
351C-2V
1970-1974
Low
M
351C-4V
1970-1971
High
R
351C-4V "Boss 351"
1971
High
Very rare, solid lifters
R
351C-4V HO
1972
Low
Very rare, solid lifters
Q
351C-4V "Cobra-Jet"
May 1971-1974
Low
Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.
Only the Q-code 351 "Cobra Jet" (1971-1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400) have space for them even in 2-bolt main form. The main difference between 351W/351C/351M/400 engines is connecting rod length and main bearing size. The 351M/400 engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size and shorter connecting rods than the 351W and the 351M/400 while retaining the SBF engine mount locations and bell housing pattern. The 400 engine has the longest stroke of any SBF or 335 series engine.
All of the 351C and 351M/400 engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.
[edit] H-code
[/align]1973 H-code 2V 351 Cleveland[/align][/align][/align]The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. These were produced from 1970 through 1974 and were used on a variety of Ford models from compact to intermediate.
[edit] M-code
The M-code version was produced from 1970 through 1971. It used a high 11:1 compression ratio with "4V" quad-barrel carburetors and the quench head-design 4V heads. Hydraulic lifters were also specified, with the M-code producing about 300hp (224kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.
[edit] 1971 R-code (Boss 351)
See also Ford Boss 351 engine
The 1971 R-code "Boss 351" used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. It produced about 330hp (246kW).
[edit] 1972 R-code
The R-code 351 Cleveland for 1972 was considerably different. It had reduced compression for emissions compliance and used open-chamber heads. It had a Hydraulic camshaft, however a four barrel carburetor was retained. It produced 400hp (207kW) using the new SAE net system.
[edit] Q-code (Cobra-Jet)
The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a low-compression design that included a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 266hp (198kW) (SAE net) for 1972 when installed in the [[Ford Mustang|Mustang] and 248 hp in the Ford Torino and Mercury Montego. The rating remained 266 hp for the Mustang and dropped to 246hp (183kW) for the intermediate Ford and Mercurys for 1973. The 351 CJ was rated at 255 hp in 1974 and was only installed in the Ford Torino, Mercury Montego and the Mercury Cougar.
Code
Engine type
Years
Compression
Notes
H
351C-2V
1970-1974
Low
M
351C-4V
1970-1971
High
R
351C-4V "Boss 351"
1971
High
Very rare, solid lifters
R
351C-4V HO
1972
Low
Very rare, solid lifters
Q
351C-4V "Cobra-Jet"
May 1971-1974
Low
#6
RE: 351 cleve
please people know what you are talking about before you repley i have done my research i was asking if the cj would be a better powere house and what people thought of the paint job i was considering. I dont want to argue about how much power which one made mine made the most i havea r code 72 engine it made 400hp if you look at the thread i posted, and that was stock.
The D2AE-CA is 351C Boss 351C-72 CJ
http://raceabilene.com/kelly/hotrod/engine2.htmllook at this link so let me apologize it might be a boss block or a cj but it came all origanal with 4v stock heads so it just might be the boss
The D2AE-CA is 351C Boss 351C-72 CJ
http://raceabilene.com/kelly/hotrod/engine2.htmllook at this link so let me apologize it might be a boss block or a cj but it came all origanal with 4v stock heads so it just might be the boss
#8
RE: 351 cleve
4 bolt mains won't really matter unless you're making HUGE amounts of power or tunring very high rpm. And depending on certain blocks, 4 bolt mains sometimes end up being weaker, cuz it's not the cap or bolts that fail, but the web, and more bolts means more material out of the web for extra bolt holes. As far as cost vs performance, the W would be cheaper to build using stock everyone compared to the C, but not by a huge amount. That being said, the stock W heads suck for street performance. The C heads will make better power than the W heads in stock form, but if you build a W and spend a bit more for good heads you'll make better power and have better drivability with the W. It really comes down to how much money you are willing to spend and how much power you want.
#9
RE: 351 cleve
I don't know where you found this, but it has more errors than facts.
There is a 351CJ, it was available start April, 1971. The CJ is basically the 351HO with a hydraulic cam and lower compression. It's a bit more than the standard 351C-4v, but less than the HO.
Starting with the 1972 model year, few, if any, of Ford's engines exceededa 200hp rating. The 302 dropped to 140, and the 351's weren't much better off. The Q-code 351 may have been close, but I don't have the accurate number on hand (that book's in Nebraska at the moment).
The 351HO was rated with the highest power of any of the 351C's, at 330hp. The base 2v was rated at 240hp.
There is a 351CJ, it was available start April, 1971. The CJ is basically the 351HO with a hydraulic cam and lower compression. It's a bit more than the standard 351C-4v, but less than the HO.
Starting with the 1972 model year, few, if any, of Ford's engines exceededa 200hp rating. The 302 dropped to 140, and the 351's weren't much better off. The Q-code 351 may have been close, but I don't have the accurate number on hand (that book's in Nebraska at the moment).
The 351HO was rated with the highest power of any of the 351C's, at 330hp. The base 2v was rated at 240hp.
ORIGINAL: majpain78
The 351 Cleveland was introduced in 1969 as Ford's new performance car engine and was built through the end of the 1974 model year. It incorporated elements learned on the 385 big-block series and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.
Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.
Only the Q-code 351 "Cobra Jet" (1971-1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400) have space for them even in 2-bolt main form. The main difference between 351W/351C/351M/400 engines is connecting rod length and main bearing size. The 351M/400 engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size and shorter connecting rods than the 351W and the 351M/400 while retaining the SBF engine mount locations and bell housing pattern. The 400 engine has the longest stroke of any SBF or 335 series engine.
All of the 351C and 351M/400 engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.
[edit] H-code
[/align]1973 H-code 2V 351 Cleveland[/align][/align][/align]The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. These were produced from 1970 through 1974 and were used on a variety of Ford models from compact to intermediate.
[edit] M-code
The M-code version was produced from 1970 through 1971. It used a high 11:1 compression ratio with "4V" quad-barrel carburetors and the quench head-design 4V heads. Hydraulic lifters were also specified, with the M-code producing about 300hp (224kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.
[edit] 1971 R-code (Boss 351)
See also Ford Boss 351 engine
The 1971 R-code "Boss 351" used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. It produced about 330hp (246kW).
[edit] 1972 R-code
The R-code 351 Cleveland for 1972 was considerably different. It had reduced compression for emissions compliance and used open-chamber heads. It had a Hydraulic camshaft, however a four barrel carburetor was retained. It produced 400hp (207kW) using the new SAE net system.
[edit] Q-code (Cobra-Jet)
The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a low-compression design that included a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 266hp (198kW) (SAE net) for 1972 when installed in the [[Ford Mustang|Mustang] and 248 hp in the Ford Torino and Mercury Montego. The rating remained 266 hp for the Mustang and dropped to 246hp (183kW) for the intermediate Ford and Mercurys for 1973. The 351 CJ was rated at 255 hp in 1974 and was only installed in the Ford Torino, Mercury Montego and the Mercury Cougar.
Code
Engine type
Years
Compression
Notes
H
351C-2V
1970-1974
Low
M
351C-4V
1970-1971
High
R
351C-4V "Boss 351"
1971
High
Very rare, solid lifters
R
351C-4V HO
1972
Low
Very rare, solid lifters
Q
351C-4V "Cobra-Jet"
May 1971-1974
Low
The 351 Cleveland was introduced in 1969 as Ford's new performance car engine and was built through the end of the 1974 model year. It incorporated elements learned on the 385 big-block series and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.
Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.
Only the Q-code 351 "Cobra Jet" (1971-1974), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400) have space for them even in 2-bolt main form. The main difference between 351W/351C/351M/400 engines is connecting rod length and main bearing size. The 351M/400 engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size and shorter connecting rods than the 351W and the 351M/400 while retaining the SBF engine mount locations and bell housing pattern. The 400 engine has the longest stroke of any SBF or 335 series engine.
All of the 351C and 351M/400 engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.
[edit] H-code
[/align]1973 H-code 2V 351 Cleveland[/align][/align][/align]The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. These were produced from 1970 through 1974 and were used on a variety of Ford models from compact to intermediate.
[edit] M-code
The M-code version was produced from 1970 through 1971. It used a high 11:1 compression ratio with "4V" quad-barrel carburetors and the quench head-design 4V heads. Hydraulic lifters were also specified, with the M-code producing about 300hp (224kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.
[edit] 1971 R-code (Boss 351)
See also Ford Boss 351 engine
The 1971 R-code "Boss 351" used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. It produced about 330hp (246kW).
[edit] 1972 R-code
The R-code 351 Cleveland for 1972 was considerably different. It had reduced compression for emissions compliance and used open-chamber heads. It had a Hydraulic camshaft, however a four barrel carburetor was retained. It produced 400hp (207kW) using the new SAE net system.
[edit] Q-code (Cobra-Jet)
The Q-code "351 Cobra Jet" version was produced from May 1971 through the 1974 model year. It was a low-compression design that included a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 266hp (198kW) (SAE net) for 1972 when installed in the [[Ford Mustang|Mustang] and 248 hp in the Ford Torino and Mercury Montego. The rating remained 266 hp for the Mustang and dropped to 246hp (183kW) for the intermediate Ford and Mercurys for 1973. The 351 CJ was rated at 255 hp in 1974 and was only installed in the Ford Torino, Mercury Montego and the Mercury Cougar.
Code
Engine type
Years
Compression
Notes
H
351C-2V
1970-1974
Low
M
351C-4V
1970-1971
High
R
351C-4V "Boss 351"
1971
High
Very rare, solid lifters
R
351C-4V HO
1972
Low
Very rare, solid lifters
Q
351C-4V "Cobra-Jet"
May 1971-1974
Low
#10
RE: 351 cleve
Oh so it looks like your RESEARCH is a bit wrong.Hey i was wrong sorry my bad. And given the subject look on the forums all this has been discussed and besides that if you were into doin 'research' as you call it you could easily see what your choice should be.back off with the attitude.Thats the reason you have replied to you own post the same amount of times others have.