Originally posted by 1990LTD
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351 Cleveland swap?
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Originally posted by DuceAnAHalf View Posthuge crank bearing diameter limits high rpm use, questionable oilling system design are two reasons i know of to not use a cleveland, however the heads flow very well and have huge valves, but modern aftermarket windsor heads flow as well or better
The current NASCAR Ford block is a hybrid Windsor/Cleveland design with Cleveland style heads. They used the smaller crank journal design of the Cleveland for high RPM use but kept the stronger Windsor block design and improved on it.
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Originally posted by 1987cp View PostSounds like you're at least trying to establish a point of comparison, though, so that's hard to follow though with unless we put down examples and ask how much they cost.
Not meaning to pick on you in particular, but lots of folks have a tendency to make wild claims of "xxx horsepower is easy and cheap if you start with yyy" without anything to back themselves up, or better yet, with no more experience than I have. On the more extreme side, the implication could be interpreted to be that if you get the motor free and throw new rings and bearings at it for $75 or $100 and stick in a $50 Summit or PAW cam you'll instantly be making a HP number people will respect. Hopefully no one actually thinks that, but it's good not to sound that way either.
And now I'll shut up and see if smarter folks than myself have edumacational factoids to share about 335-series engines.
Sorry I don't have 'examples' to help you follow along. I'm not a machine shop or car craft magazine. If you care enough about the topic you can do your own research and come to your own conclusions.
I think my original point was that a 300 hp cleveland would be cheaper to do than a 400 + cleveland. It would be a good value compared to a windsor at that power level. It wouldn't cost more than a windsor to build to 300 hp because the cleveland would be stock and the windsor would need some sort of head work.
The cleveland is a better performance package from the factory. The windsor wasn't respected as a performer until the aftermarket opened up in the last twenty years to cater to it.
I'm of the opinion that if everyone built 302s and 350s the car hobby wouldn't be as interesting.
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Keep it civil please guys. Nobody learns anything by being ridiculed. But please keep up the discussion. Much is to be learned here.~David~
My 1987 Crown Victoria Coupe: The Brown Blob
My 2004 Mercedes Benz E320:The Benz
Originally posted by ootdega
My life is a long series of "nevermind" and "I guess not."
Originally posted by DerekTheGreat
But, that's just coming from me, this site's biggest pessimist. Best of luck
Originally posted by gadget73
my car starts and it has AC. Yours doesn't start and it has no AC. Seems obvious to me.
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Originally posted by 87gtVIC View PostKeep it civil please guys. Nobody learns anything by being ridiculed. But please keep up the discussion. Much is to be learned here.1984 Mercury Grand Marquis LS (Daily Driver)
1979 Ford LTD-S (Project)
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Originally posted by flyb0t View PostSecond. Don't wanna start a flame war, but this is bringing out a lot of very pertinent information that I and many others can use!89 townie, mild exhuast up grades, soon to have loud ass stereo....
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alright, was just out there today. Didn't get a casting number, didn't have enough time, but the guy said it was a 2V from 1971. Hopefully when I go out there tomorrow I can see it a bit more up close.1984 Mercury Grand Marquis LS (Daily Driver)
1979 Ford LTD-S (Project)
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Originally posted by flyb0t View Postalright, was just out there today. Didn't get a casting number, didn't have enough time, but the guy said it was a 2V from 1971. Hopefully when I go out there tomorrow I can see it a bit more up close.
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A '70 351C 4V is factory rated at 300HP with 11:1 compression. I think the 2V version was around 240-250HP. For a street car I wouldn't worry about a 4V motor because the power is all upper RPM. You really need a high stall and deep gears to use it. For a good performing street motor get some closed chamber 2V heads and an aftermarket intake to put a four barrel carb on it. It'll make power in much more usable RPM ranges. The Aussie heads are nice but I wouldn't go to the time or expense of finding some unless you are really going for specific performance goals. An AOD might not last long behind anything but a stock engine though. I knew a guy that stuck a Cleveland in a fox body and I think the main problem was the manifolds ran right into the firewall. They ended up getting some shorty headers and running around it though.
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Originally posted by PushnFords View PostA '70 351C 4V is factory rated at 300HP with 11:1 compression. I think the 2V version was around 240-250HP. For a street car I wouldn't worry about a 4V motor because the power is all upper RPM. You really need a high stall and deep gears to use it. For a good performing street motor get some closed chamber 2V heads and an aftermarket intake to put a four barrel carb on it. It'll make power in much more usable RPM ranges. The Aussie heads are nice but I wouldn't go to the time or expense of finding some unless you are really going for specific performance goals. An AOD might not last long behind anything but a stock engine though. I knew a guy that stuck a Cleveland in a fox body and I think the main problem was the manifolds ran right into the firewall. They ended up getting some shorty headers and running around it though.
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Originally posted by Mercracer View PostI ran mid 14s with a 4V motor with a stock FMX (stock converter) that slipped 2nd to 3rd badly and all it had was 3.50 gears. It had plenty of torque. I ran plenty of different 4V Clevelands on the street in the 80s. Perfect is the enemy of good enough. This site is full of stock 302s and HO conversions. A Cleveland 4V Powered Panther would be in the upper 10% ...
I would like to see someone do this conversion...it doesn't fit the goals of my current CV but I have several Clevelands...one has been tanked and is ready to machine...ALL of the new parts needed (roller rockers, adj studs, valves, timing chain, pistons, etc.) have been purchased. The rods have been polished and a balance job partially done...it was going to go in my Ranchero before I decided it was parked for good. It would be fast...but I bought the CV to have a better mpg cruiser.
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Originally posted by Jonathan View PostA lot of folks here (including me) reuse the stock fuel line, and pinch off/remove the fuel return line to the tank. The pump is inside the tank, so that will have to be removed or bypassed. I took mine out and made a pickup tube and then ran an external inline pump when I converted from CFI to carb. If I had to do it again I would have replaced the fuel line when I did the swap, just for one less thing to worry about.
Id really like mechanical but im totally down for whatever is cheaper/easier1985 Mercury Grand Marquis ls-302 CFI
Carb swap planned .
c90 heads
475 lift cam
Weind stealth intake(looking for reasonable air gap or manifold for 2bblsidedraft)
Built aod(want c6 tryin to fin vac mod model)
331 stroker kit
Work in progress
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Sorry about the lack of updates, college happened haha. Haven't been on it as much.
As for the swap, is it feasible in terms of consumption? Over the last month or so the GM has been sucking down fuel like nobody's business..new EGR valve, sensor, belts, already did a cap and rotor change, new plug wires, new fuel injectors for the CFI...still quite fuel consumptive. The question then becomes, if tuned right, would the Cleveland be a bit more efficient? I know the numbers (if it is more efficient) aren't gonna be world-shattering, but I'd still prefer better than 7 MPG in city..lol.1984 Mercury Grand Marquis LS (Daily Driver)
1979 Ford LTD-S (Project)
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I've heard 351c's were horrible on gas, but 7mpg is also horrible (do you get that with your CFI?)sigpic
- 1990 Ford LTD Crown Victoria P72 - the street boat - 5.0 liter EFI - Ported HO intake/TB, 90 TC shroud/overflow, Aero airbox/zip tube, Cobra camshaft, 19lb injectors, dual exhaust w/ Magnaflows, Cat/Smog & AC delete, 3G alternator, MOOG chassis parts & KYB cop shocks, 215/70r/15s on 95-97 Merc rims
- 2007 Ford Escape XLT - soccer mom lifted station wagon - 3.0 Duratec, auto, rear converter delete w/ Magnaflow dual exhaust
- 2008 Mercury Grand Marquis Ultimate Edition - Daily driver - 4.6 2 valve Mod motor, 4R75E, 2.73s. Bone stock
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