does anyone know if there are differences in aussie heads? have been reading the posts on aussie heads for the last few days, and noticed that there are 351C aussie heads and 302(C)? aussie heads. are these the same heads? are the combustion chambers the same size? will they raise the compressoin the same? i am referring to the 2V closed chamber heads, thanks

 

The 351C heads are interchangeable to the 351M400s. They would increase the compresion all the same, but how much I'm not exactally sure, somewhere around 10:1 depending on what they do to them.

 

pics of a set of Aussies, these have had 4V valves installed though.

http://www.network54.com/Forum/threa...eid=1124311555

 

so you are saying the aussie 351c and aussie 302c 2v closed chamber heads are the same thing? i recall a post from an australian fellow who mentioned they have both types of heads "down there"

 

i have asked the same question you are asking and got not much of a solid response. there have been variations of Aussie heads with different chamber volumes that come up from time to time, with not much explanation as to what the heads were on originally or how many of the variant heads might be out there? it makes sense that there would be different chamber volumes for 302" vs 351" the added stroke of the 351" would have a significant effect on the CR. i can't even say for sure that they produced 351C's down under? the 302C was their SBC. i have a contact in NZ i can put the Q to

 

anyone from Austrilia out there with the inside scoop on this????

 

Ford AU did produce both the 351C and 302C from 1971/72-1982. The 351C 4V motors used in the Falcon GT were imported from the US from 1970-1973. All were closed chamber 4V heads with 2.19 intake and 1.71 exhaust valves. Ford AU sold a 2bbl equiped 351C that used common open chamber 2V heads that are no different than our 2V heads. In 1972, Ford AU introduced the 302C and phased out the imported 302W. ONLY the 302C had the closed chamber 2V heads from the factory. These used the same size valves as the open chamber 351C 2V heads and the chambers are very small, like 55-58 cc. The 302C also uses a 6" rod. ACL makes a nice piston for the 351C that allows you to use a 351C crank with 302C rods for a long rod motor build but with the small chamber 302C heads your compression is around 11:1. When Ford US stopped building the 351C, Ford AU became the lone supplier for 351C motors to deTomaso for the Panteras. That's it in a nut shell. And yes, I do have a bunch of Aussie junk parts here in the US along with my 9/73 build XA Falcon (actually a XA Falcon Fairmont GS hardtop).

--J

 

and they raise compression about a point and a half...correct?

They sell on ebay at times for about $400.

 

i got the reply from NZ, " As far as I know there was only one size range for Aussie 302C heads, and that’s the only place they were used. 56.4cc to 59.4cc. Making them just fractionally smaller than the Boss 302W chamber. The 351 2V chambers were initially 76.8cc to 79.8cc up till about 1976, and then smaller at 72.2cc to 75.2cc.

The Australian 4V heads were all 64.6cc to 67.6cc which makes them equivalent to US Boss 351’s from 1971.

Having said this all sorts of Australian Cleveland stuff came from the USA to use up bits and pieces and while the Australian Foundries and Manufacturing plants got up to speed. Also what got used up at the end of production could have been interesting too. Lots of used engines were imported into Australia and NZ from US wrecking yards so you are often dealing with US castings down under. The 302C rods and heads being the exception. The cam was unique too. Very mild for a C. Late Aussie Clevelands also have a different oil pump drive dizzy boss size in the block to prevent the old dizzy going into the new block. Fro memory the old hole is ½” and the new is 12mm or some thing similar. Easy to work around. Cheers, Clive"

 

The 4V motors in the XW-XB Falcon GT (1970-early 1973) and the South African XW-XY Fairmont GTs (1971-1973) were all crate motors from the US. In fact, they had a white build tag to identify the date of production and the shipping batch.

The Falcon GT-HO used a 4V 351C that was built from a mix of standard 300hp 4V 351C and Boss 351 parts. In December of 1973, Ford AU installed the last of the imported 4V crate motors in 4spd equipped XB Falcon GTs. Some GTs may have not rolled off the line until early 1974, but Dec 73 is the official end date. Manual tranny GTs after Dec 73 and all automatic GTs from late 72-early 73 used the 2V 351C open chamber heads with a 4bbl cast iron manifold that fit the 2V heads until the Autolite 4300 was phased out. Ford also offered a 302C and 351C equipped with a 2V manifold and a carter 2V carb. When the V8 XD/XE rolled out (1979-1983), Ford was using a spreadbore cast iron intake with a Carter Thermoquad on both the 302C and the 351C inplace of the Autolite. The later Clevo blocks do use a smaller dizzy shaft but the oil pump and oil pump drive are the same as ours.

 

Try this link.http://phystutor.tripod.com/stang/en...cleveland.html

 

I asked the same question a while go b4 buying a pair of closed-chamber aussie heads. The response given to me then was that a lot of 'dealers' especially on ebay sell them as 351C heads or atleast list that in their title to attract ppl looking for heads for thier 351 cleveland. The dealer told me if they just list it as 302C no one knows what it is, and ppl searching for 351 hop up parts dont find it because its listed as 302c. Pretty much all the closed chamber heads are 302's, but there were a few rare 351 open and closed chambers (as indicated in the above post)

 

78 your right about why people list them as a 351c head, I actually put a 302C together using a 302c crank, and rods in an american block with the aussie 2v heads, and no one believed me that Ford ever built such an animal, and infact was told that I was wrong on more than one occasion, but hte 302 crank even has 302 cast right into it.

 

I imported my Aussie Falcon in 2002 and it came with a 302C. I've had guys call me a liar when I said it was a 302C. I've had Mustang show judges yelling at me and telling I'm full of ***** that Ford never made a 302C. And on more than one occation I've had "car show experts" (you all know those types) walk away telling their friends how full of BS I am that there no such thing as a 302C. I've even had one guy argue that there was no 302C but that I had a Boss 302. So now I've built a 400FMX block and I'll go through this all over about how Ford never made a 400 with a SBF bellhousing. And, I'm quite sure I'll have plenty of guys telling me I don't have a small block 400 'cause Ford only made big block 400M's that are just modified 429's!!! LOL!!! The crap you hear at car shows!

 

Man that would **** me off so bad if I had a rare motor and to have a car show 'expert' say things like that! To me a rare model is prized. But if memory serves, the 302C was never made in the U.S., so if thats true then you can agree with them when they say Ford never made it, but after a short pause add "...not in America, but they did make them in Australia". I guess the best thing would be to find some legitimate ford documentation and stash a copy in the glove box. Or maybe a VIN # listing that shows the 302C?


Oh, and 73XAFalcon, if someone tells you ford never made a small block 400 or whatever, heres a couple things to think about. For one, small block is an industry slang that came from GM. I dont think ford ever classified its motors by small block / big block, instead they used 335 series, 385 series, etc. But using the small vs big block comparison is abvously talking about how big the block is. All the 335 series motors (clev, 351M, 400) used a thinwall, 4" bored block (atleast all that I have heard of). This is very similar to the 302 motors or the GM small-blocks. The ford 'big-blocks' had bores larger than 4" and much thicker castings. So basically the 400 has the same bore size and wall thickness as a 302/351W but it has a mucher taller deck hiegth and longer stroke. And yeah, they came in smaller and larger tranny sizes, but that has nothing to do with how big the 'block' is, just how big the tranny is. Atleast this is what I think about when someone starts arguing about big block vs small block.