I understand this might not be the perfect forum, but i like it here, so here goes. I was given a 72 351C 2v. I know nothing about it other than it has chrome valve covers, performer intake, and 600cfm afb. At this point ive decided to use it to replace the 302 in my fairlane. At minimum, im going to pull the heads and install 1pc valves, refresh them with hardened seats / guides and 1.73 scorpion pedestal rockers. For the shortblock, arp rod bolts, hone / ring / bearing if the bores are good. Are the factory slugs decent, or should i really start looking at hypers / forged? What kind of compression can i get away with running 87? Keep in mind open chamber heads. Now the real reason im here, any advice on camshaft? I have my eye on a lunati voodoo and a comp XE, but i also like the sound of the lunati street avenger and high efficiency line.

More backstory, car weighs around 3100, plus me- 3350. 3.73 or 4.11 gears, 28" tire, AOD trans, lentech valve body with a 2000-2500 stall w/ lockup. I want something im not afraid to go on a road trip in, but respectable in the quarter, specifically, faster than 13.30, as thats what the fiance's duster runs. Fuel mileage is a mild concern, as were 150 miles from the track, as is pretty much everything else. Im not on a specific budget, but i dont want to get too much wrapped up in it. Keeping machining and new parts to a minumum is key, hence the pedestal rockers. My goals are mid 12s in the quarter, 20mpg, doesnt blow up in 100,000 miles. Im going to keep the performer, might change up carb a little, 600 should be enough, but i prefer a holley. Need something thats fun on the street - pull hard to 5500-6000, but doesnt mind cruising 2200 with the lockup.

Are there any tips / tricks other than the oil restrictors? Specific pistons that work well with the open chamber heads to keep detonation away? Any advice on opening the heads up a bit?

Sorry for the long post, bit tired, makes me ramble

 

Would also add, i have a 400 core sitting up on the hill. Can anyone give me a quick rundown on what it would take to make a 400C? Im assuming there is a combination of stock parts that will work, albeit, with some machining. I have entertained the idea in the past of a 408C with 4v heads. I assume this is probably pushing the limit on piston speed, but im not sure if its within the realm of acceptable.

 

Tim Meyer has striker kits for the Cleveland, as well as other accessories, to do what ever you want - including a new block in aluminum. I'd contact him with what you want to do and let him advise you: http://www.tmeyerinc.com.

 

Thanks for the link. Ive seen his name come up several times searching various forums, but no contact info.

 

I've been to his shop and he's the real deal. He and his crew know engines, but they really know Ford's 335 Series engines. Some examples include:

• He makes an intake manifold for the Cleveland
• He's basically done with the machine work and is ready to sell a new Cleveland block - in aluminum, with cast iron said to follow
• He has the only pistons available for the 400 that give you reasonable compression, and they are made to his spec's by Keith Black
• And he's now importing from Australia, where the Cleveland was made for many years and is still available and popular, the only high-flow performance thermostat for the 335 Series engines. (See my web page here about 'stats for these engines: 351M/400 Thermostats - ???Gary's Garagemahal.)

Some of that explains why he had shipments going to several points in Europe, the Middle East, Australia, Canada, and the US when I was there.

 

Hi from Downunda, good to see Cleveland love still alive in its homeland.

I'd advise keeping your Performer intake and carburettor, although a 750cfm unit may be a bit better for a performance application. Failing this, a Thermoquad or Quadrajet are both great options as you have tiny 1 3/8" primary bores to cruise with and then the big back ones open up when you put your foot down.... "wwaaaAAAHHHH!"

With open chamber heads you will be fighting detonation from the get-go. They are not as efficient nor do they have as desireable quench properties as closed-chamber heads do. I would also suggest the 2V port heads as they are superior on the street under 6000rpm - the 4V's are superior over that but awful down low.

Down here we got 54cc-chambered closed chamber heads with 2V ports on our local 302ci Clevelands. They are very popular engines and had a lengthy production run, so the heads are cheap - I recently picked up a set for $100 that was complete with minor work needed to fit to an engine.

Get a mildish cam that will let you have your lower rpm and still let you spin to 5000rpm - something like this is what I would consider a good cruiser:

Ford 351C 351M 400 Elgin Cam Lifters Kit RV Mercury | eBay

Duration @ .050" (INT/EXH): 204 / 214
Valve Lift (INT/EXH): .484 / .510
Lobe Centerline: 112
Power Range: 1200-5000

A step above that with about 220 degrees at .050" and .500 lift on intake and exhaust is about as big as I would go and still consider the engine streetable. Talk to a cam grinder for more advice, you seem to know exactly what you want and are able to give a good and detailed list of your current equipment.

I am running a 351 with a stock Aussie inlet (similar to an Edelbrock performer), 600cfm Holley and an MSD distributor. It is running 9:1 compression with stock open-chamber 2V heads and has stock log-style exhaust manifolds. It spins the 35" Mickey Thompson Baja's on my Landcruiser with ease through a 4.11 diff and cruises doing 60mph at 2000rpm. Fuel consumption for the 5200lb vehicle is 12mpg. I expect this to improve with some tuning and the closed-chamber heads which will bump compression to around 10.2:1 and require 91 pump-octane fuel.

I do not think 20mpg is unacheivable but I do think it may be a challenge. If you can't get everything spot on you may have to settle for around 17mpg... which is still good for a 351ci V8!

Cheers - boingk