Ford 335 engine

The Ford 335 engine family was a group of engines built by the Ford Motor
Company between 1969 and 1982. The '335' designation reflected Ford
Ford 335 V8
management's decision to produce an engine of that size (335 cubic inches) with
room for expansion during its development.[1] This engine family began production
in late 1969 with a 351 cu in (5.8 L) engine, commonly called the 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.

The 351C, introduced in 1969 for 1970 model year, is commonly referred to as the
351 Cleveland after the Brookpark, Ohio, Cleveland Engine plant in which most of
these engines were manufactured. This plant complex included a gray iron foundry
Overview
(casting plant), a stamping plant, and an engine assembly plant. As newer
automobile engines began incorporating aluminum blocks, Ford closed the casting Manufacturer Ford Motor Company
plant in May 2012.[2] Also called Ford Cleveland V8
Production 1969–1982
The 335 series engines were used in mid- and full-sized cars and light trucks,
(351M/400 only) at times concurrently with the Windsor small-block family, the Layout
351 Windsor, in cars. These engines were also used as a replacement for the FE V8 Configuration 90° OHV small-block
family in both the car and truck lines. The 335 series only outlived the FE series by V8
a half-decade, being replaced by the more compact W
indsor V8s. 4.380" bore spacing
Displacement 302 in3 (5 L)
351 in3 (5.8 L)
400 in3 (6.6 L)
Contents Cylinder bore 4.0 in (102 mm)
1 Overview Piston stroke 3.0 in (76 mm)
1.1 Comparison to Ford Windsor V8
3.5 in (89 mm)
1.1.1 Oil system differences
4.0 in (102 mm)
1.2 Cylinder heads
2 351 Cleveland
Cylinder block Cast Iron
2.1 History alloy
2.2 H-code Deck Height:
2.3 M-code 9.206" (302C, 351C)
2.4 1971 R-code (Boss 351) 10.297" (351M, 400)
2.5 1972 R-code (351 HO)
Cylinder head Cast Iron
2.6 Q-code 351 GT
2.7 Replacement
alloy
2.8 351C engine specifications chart Valvetrain Overhead valve
3 400 and 351M Cast iron cam, Flat
3.1 400 tappet
3.2 351M
Chronology
3.3 Light truck usage
3.4 Block Cracking Problems Predecessor Ford FE V8
3.5 351M/400 identification confusion Ford Windsor V8
3.6 Replacement Successor Ford Windsor V8
4 302 and 351 Cleveland (Australia)
4.1 History
4.2 302 Cleveland
4.3 351 Cleveland
 5 See also
5.1 References
6 External links

Overview
The 335 series V8s were overhead valve pushrod V8 engines that used a short-skirt engine block. This family of engines incorporated
elements learned on the 385 big-block series, particularly the poly-angle combustion chambers with canted valves, and thin-wall casting
technology. All 335 series V8s all had free breathing, large-port canted valve heads with a rugged engine block.[3] The 335 engines use large
main-bearing caps, with four-bolt attachment on some versions. All 335 series are cast with provisions for four-bolt main bearing caps to be
added through modification.[3]

The first engine in the 335 series was introduced in late 1969 as the 351C. In the third quarter of 1970, the 400 was introduced to the
passenger car lines. For the 1975 model year the 351M replaced the 351C in most markets.[4] Ford of Australia built the 351C, which was
very similar to the American counterpart, from November 1971 to August 1985. The 302C was produced alongside the 351C, also exclusive
to the Australian market.[1]

The longer stroke of the 400 required a taller deck height, and used larger main bearings than the 351C. This was similar to the changes
required to convert a 302 Windsor to the 351 Windsor.[4] As a result, the 335 series has both low 9.206 in (234 mm) and tall deck 10.297 in
(262 mm) heights.

Comparison to Ford Windsor V8

All 335 series engines shared the same 4.38 in (111 mm) bore spacing and cylinder head bolt pattern as the somewhat similar-looking Windsor
V8s, but are very different internally. The 335 series uses smaller, 14mm, spark plugs and a dry manifold with the radiator hose connecting
vertically to the cylinder block above the cam timing chain cover, and Windsors route coolant through the intake manifold via a horizontally
protruding hose. The 335 has a square-shaped eight bolt rocker cover while the Windsor's six-bolt is more rounded. All 335 series have a
roughly two-inch extension at the front of the block which forms an integrated timing cover casting, lacking inindsors.
W

Oil system differences

To reduce production costs, Ford eliminated one of the 335 series' main oil galleys from the block casting, leaving two compared to the
Windsor family's three.[5] The result was an oil system very similar to the 385 series V8s, adequate for street engines but falling short in high-
revolution race use without modification.[5] 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 galleys that lead to each of the remaining main bearings. After the oil feeds them, it feeds each
corresponding camshaft bearing above. At the rear , which feeds the left lifter bank.[1][6]
-most main bearing, the oil goes into the second galley

Cleveland block Windsor block

Cylinder heads
The cylinder head design for the 335 series engines is its most definitive aspect. All were two-valve that use large ports with poly-angle or
'canted' valves,[3] resulting in the intake and exhaust valves being at separate angles. This allowed for very large valves to be installed, while
reducing the port length and minimizing sharp turns within the port.[7] The result was larger and freer flowing heads and ports than the Ford
Windsor V8s, and in some cases larger than some of the Ford FE and 385 Series V8s.[8] A similar cylinder head design was used to improve
breathing on the Ford Boss 302 engine, after it was modified to work with the Windsor engine block.[1] Most 335 series engines used stamped
rocker arms with cast fulcrums that made for a nonadjustable valve train. Only the Boss 351 and 351 HO had an adjustable valve train, using
[1][9]
rocker arms mounted on screw-in studs and guide plates.

The 335 series engines used different cylinder heads for two and four barrel carburetors, a 2V (two venturi) and a 4V (four venturi). The 2Vs
had ports and valves that were significantly larger than Windsor engines,[8] while the 4Vs were larger yet. The 2Vs have proven to be better
for street, while the 4Vs promote better breathing at high rpm for racing.[10] The heads used either an open, almost shallow hemispherical
combustion chamber or a closed "quench" type. The closed chamber heads enclose the valves more closely, reducing combustion chamber
volume, but both designs have the same thermal efficiency and resistance to detonation.[7] 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.[7]
[1]
However, the open chamber heads exhibit better emissions characteristics.

335 Series V8 engine cylinder heads[1][3][8]

Chamber Chamber Intake Exhaust Intake Exhaust
Head type Application
type volume valve valve port port
2.02" x 351C-2V, 351M,
2V Open 74.7 - 79.9cc 2.04" 1.65" 1.84"x1.38"
1.65" 400
2.50" x
4V Closed 61.3 - 64.3cc 2.19" 1.71" 2.00"x1.74" 1970-71 351C-4V
1.75"
2.50" x
Boss 351 Closed 64.6 - 67.6cc 2.19" 1.71" 2.00"x1.74" 1971 Boss 351
1.75"
2.50" x
351C-CJ Open 73.9 - 76.9cc 2.19" 1.71" 2.00"x1.74" 1971-72 351C-CJ
1.75"
2.50" x
351C-CJ Open 73.9 - 76.9cc 2.04" 1.65" 2.00"x1.74" 1973-74 351C-CJ
1.75"
2.50" x
351C HO Open 73.9 - 76.9cc 2.19" 1.71" 2.00"x1.74" 1972 351C HO
1.75"
Australian 2.02" x
Closed 56.4 - 59.4cc 2.04" 1.65" 1.84"x1.38" 302C
302C 1.65"

351 Cleveland

History
Production of the 351 Windsor V8 engine began for the 1970 model year in the Windsor Engine Plant #1. Ford sales and marketing forecast
that the demand for this engine would exceed the plant's production capability, and it was decided the additional production would begin at the
Cleveland engine plant. At this time, it was also decided to upgrade the engine to a higher-specification power plant.[1] Two cylinder-head
designs were developed to improve the 351W head. One cylinder head used the same basic design as the 351W, but with larger ports and
valves; the other had canted intake and exhaust valves, similar to the Ford 385 Series V8. Sales, marketing, and product planning favored the
[1]
canted valve design, as it was viewed as more innovative.

Other changes to the engine were related to ease of manufacture and improved reliability. This led to elimination of coolant flowing through
the intake manifold to prevent unnecessary heat transfer. To perform this change, the front of the engine block was extended to include
provisions for the coolant to flow through a cross over 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.[1]
These changes resulted in a bigger and heavier engine block than the Windsor V8s. The 351 Cleveland was not an all-new design, but a
development of the 351W into a higher-performance variation.[1]

The 351 Cleveland was introduced in 1969 for the 1970 model year. Its actual displacement was 351.9 cubic inches (5,766 cc). A 4V
performance version and a 2V version were built. The 351C-4V was marketed as a high-performance engine, featuring large valves and ports
and a closed "quench" combustion chamber. 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. The 351C-2V was not marketed as a high-performance engine. It
used the 2V cylinder heads with smaller valves, smaller ports, and open combustion chambers to produce a more economical engine that
produced greater low-rpm torque.[3] 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.[3]

H-code
The H-code 351 Cleveland engines are two-barrel carburetor 351Cs with lower
compression. Compression ratio ranged from 9.5:1 in 1970 to 8.0:1 in 1973 and 1974
and all years ran on regular-grade fuel. All H-code 351's were equipped with a cast-iron
crankshaft, two-bolt main bearing caps, forged-steel connecting rods, cast-aluminum
pistons, nonadjustable valvetrain, and cast-iron intake and exhaust manifolds.[4] All H-
code 351 Cleveland engines used the 2V heads with smaller ports and had open
combustion chambers.[1] These engines were produced from 1970 through 1974 and
were used on a variety of Ford models, from pony car to full-sized.[4] The 351W with a
2V carburetor was also produced during this time with the same horsepower rating, but
Ford used the "H-code" to describe both engines.[11]
1973 H-code 2V 351 Cleveland

M-code
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.[4] These engines also included cast-aluminum flat-top
pistons, stiffer valve springs, a high-performance hydraulic camshaft, and a squarebore Autolite 4300-A carburetor.[1] The 1970 engines were
11.0:1 compression and produced 300 bhp (224 kW; 304 PS) at 5400 rpm, while 1971 versions had a slightly lower compression ratio of
10.7:1, and produced 285 bhp (213 kW; 289 PS) at 5400 rpm.[4] The M-code 351C required premium fuel and was available in the 1970-71
Ford Torino, Mercury Montego, Ford Mustang, and Mercury Cougar.[11][12]

1971 R-code (Boss 351)

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 Autolite model 4300-D spreadbore carburetor, an aluminum intake manifold, solid lifters, dual-point
distributor, a six-quart oil pan, and cast-aluminum valve covers.[1][13] Forged domed pistons gave an 11.3:1 nominal (11.1:1 advertised)
compression ratio which made premium fuel necessary.[12][14] It had four-bolt main bearing caps selected for hardness and a premium cast-
iron crankshaft selected for hardness (90% nodularity).[1] The cylinder head was modified for better airflow, used screw-in studs with
adjustable rocker arms, and except for the water passages were basically the same heads used on the Boss 302.[4] The valvetrain used
[1] The forged connecting rods were shot-peened
hardened and ground push rods with guide plates, and single grove-hardened valve split locks.
and magnafluxed for strength, and used improved durability 180,000 PSI 3/8-inch nuts and bolts.[1] The R-code Boss 351 Mustang 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,
[15]
591 of which are registered and accounted for on the Boss 351 Registry site.

The January 2010 issue of Hot Rod 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 Autolite unit), and minus the factory air filter assembly, engine accessories, or factory
exhaust system. In that mildly modified state, it produced 383 hp (286 kW) gross at 6,100 rpm, and 391 lb·ft (530 N·m) torque (gross) at 4,000
rpm.[16] A measurement of SAE net horsepower would be significantly lower, and represents a more realistic as-installed configuration with
all engine accessories, air cleaner assembly,and automobile exhaust system.

1972 R-code (351 HO)

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.[1] The forged pistons were changed to flat-
top style and the heads to open chamber heads, but retained the same large ports, valves, and adjustable valve train used in 1971.[4] This
resulted in a compression ratio decreased to 9.2:1 while the cleaner-burning open-chamber heads helped meet the new emissions
regulations.[1] The Ram Air option was no longer available. The engine otherwise remained unchanged from 1971. This engine produced
[4]
275 hp (205 kW) using the more realistic SAE net system and was only available in the 1972 Ford Mustang.

Q-code 351 GT
The Q-code "351 version" was produced from May 1971 through the 1974 model year. It was a lower-compression design that included open-
chamber 4V heads.[4] The open-chamber heads exhibited superior emissions characteristics and were required to meet the more stringent
emissions standards for 1972 and beyond.[1] The "351 " high-performance engine that included a different intake manifold, high-lift, long-
duration camshaft with hydraulic valve lifters, different valve springs and dampers, a 750-CFM spread-bore 4300-D Motorcraft carburetor,
dual-point distributor (with four-speed manual transmissions only), and four-bolt main bearing caps. These engines also featured induction-
hardened exhaust seats for use with low-lead and unleaded gasoline.[4] This engine was different from the 1970-71 M-code 351C having a
, a four-bolt block[14] and the lower compression allowed regular fuel to be used.
more aggressive camshaft, a spread-bore carburetor [17] 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°.[1] 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.[4] An increase in the combustion chamber size and the use of smaller valves occurred in 1973,[1] 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.[4] 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 Ford Ranchero,
.[13]
Ford Torino, Mercury Montego, and Mercury Cougar

Replacement
Production of the 351C ended at the end of the 1974 model year. The engine was replaced by the 351M 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.

351C engine specifications chart

351 Cleveland engines[1]

Main
Engine Combustion Camshaft Camshaft
Code Years Compression Tappets Bearing Notes
type Chamber Duration Lift
Caps
258°
351C- 1970– Open I/266° E 0.400"
H Low Hydraulic 2-bolt
2V 1974 Chamber 32° I/0.406" E
overlap
266° I/
351C- 1970– Closed 270° E 0.427"
M High Hydraulic 2-bolt
4V 1971 Chamber 34° I/0.427" E
overlap
351C- 290° I/
4V Closed 290° E 0.467"
R 1971 High Mechanical 4-bolt Rare
"Boss Chamber 58° I/0.477 E
351" overlap
275° I/
351C- Open 275° E 0.491" Very
R 1972 Low Mechanical 4-bolt
4V HO Chamber 35° I/0.491" E rare[13][18]
overlap
cam timing
May 270° I/ retard 4° in
351C- 1971 Open 290° E 0.480" 1972,
Q Low Hydraulic 4-bolt
4V GT – chamber 48° I/0.488" E compression
1974 overlap reduced in
1973

400 and 351M

400
By 1970 the 390 V8 FE engine 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 V8 FE engine, 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.[4][19] 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
[20]
smaller and lighter than the FE V8 Engines and the 385 Series Ford V8's.

The Ford 400 engine was based on the 351 Cleveland. It had a half-inch (12.7 mm) longer stroke than the 351 Cleveland, making it the
longest-stroke Ford pushrod V8 engine. The 400 had "square" proportions, with a 4.0 in (102 mm) bore and stroke. Ford called the engine
400 cu in but it actually displaced 402 cu in (6.6 L), The longer stroke required Ford to increase the block deck height to 10.297 inches
compared to the 351C's 9.206 inches.[4] As a result, the 400 used longer (6.580 inch) connecting rods than the 351C (5.778 inch), but it
retained the same connecting rod-to-stroke (1.65:1) ratio as the 351C.[1] 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.[4] 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. The 400 was only ever produced
with a 2-barrel carburetor, except for the 1971 model year which came with a factory 4-barrel.Template:Cartech ford performance pg19&103
[4][21]
All had a cast-iron intake manifold, and the smaller port 2V cylinder heads.

The 400 was designed as a high torque, low RPM engine that was a smaller
, more efficient and lighter alternative for the bigFord 385 engines,
the 429 and 460, for use in Ford's medium and large size cars. Weighing just 80% of a similar big-block,[22] it was originally available in
Ford's Custom, Galaxie and LTD lines, and in Mercury Monterey, Marquis, and Brougham for the 1971 model year. For 1972, it was also
available in the Ford Torino, Mercury Montego and its variations through 1979. By the late 1970s it was also available in the Ford
Thunderbird Ford F-series pickup trucks, theLincoln Continental, and Mark V.

Unlike the 351C, almost all 400 blocks used the large bellhousing bolt pattern used by the 385 family big-block and were typically equipped
with the higher torque-capacityC6 transmission. 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.[23] 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.[24] 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.[21] Changes to the cylinder heads for 1975 to add
the Thermactor emission system caused the exhaust port to be more restrictive than the earlier 1971-74 heads.[21] The 400 was retuned by
Ford in 1975 to use unleaded gasoline with the addition of catalytic converters to the exhaust system.

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 with a compression height that was too short and this led to an excessive deck clearance of 0.067" compared to a 351-
2V at 0.035" .[20][25] 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 lead 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.[20] Although Ford did not make a piston to correct this, TMeyer Inc worked with Keith Black pistons
[26]
to make a 400 piston that increases the compression ratio and gives the piston a "zero deck" deck clearance.

351M

Engine dimensions[1]
351C 400 351M
Nominal main bearing size 2.750 in (69.8 mm) 3.000 in (76.2 mm) 3.000 in (76.2 mm)
Rod length 5.78 in (146.8 mm) 6.58 in (167.1 mm) 6.58 in (167.1 mm)
Rod-to-Stroke Ratio 1.65:1 1.65:1 1.88:1
Deck height 9.206 in (233.8 mm) 10.297 in (261.5 mm) 10.297 in (261.5 mm)
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 de-stroked it with a shorter 3.5 in (89 mm) stroke crankshaft to
produce a 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.[4] 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.[1] Other than pistons and crankshaft the 351M shared all of its major components with the 400,
and it also used the large 385 Series style bellhousing. The 351M was only ever equipped with a 2-barrel carburetor and open chamber small
port 2V cylinder heads.[21]

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.[27]

Light truck usage

For the 1977 model year, Ford replaced its FE 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 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.[20]

Block Cracking Problems

The 400 V8's 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.[21] The 351M introduced in 1975 shared the same
block as the 400. The 351M and 400 blocks cast at the Michigan Casting Center prior to March 2, 1977 experienced water jacket cracking
problems above the lifter bores. The cracking was caused by an internal coring problem when the blocks were cast. The result was horizontal
cracks approximately 1" above the lifter bore.[25] After March 2, 1977 the blocks cast at Michigan Casting Center did not have problems with
cracking.

351M/400 identification confusion

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 "M" designation has no official meaning, and that it was just Ford's way of distinguishing the 351M from the
351C and 351W.[28]

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 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."

Replacement
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 tighteningCAFE 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 Panther 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.
In addition, there were difficulties adapting the M-block to the second generation of emissions controls. Unlike previous Ford engines,
Thermactor and exhaust gas recirculation features had already been built into the 351M and 400 engine, rendering adaptation to electronic
feedback fuel/air systems difficult.[29] One requirement of the second-generation equipment was an oxygen (O2) 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 O2 sensor to go.

302 and 351 Cleveland (Australia)

Note that there was also a 302 "Windsor"

History
During the 1969 Model year, Ford of Australia imported approximately 17,000 302 Windsor and 351 Windsor 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 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.[1]

In early 1970 Ford of Australia began to manufacture the 335-series V8 locally. 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 and
351C from the USA. Initially, the cylinder blocks were still imported from the USA, 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 Ghia ESP sedan, Vehicle Identification Number JG32AR33633K built on 25
November 1982.[1] 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 De Tomaso in Italy for the Pantera, Longchamp, and Deauville cars after American supplies
; 355 hp).[30]
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

302 Cleveland
In November 1971, Ford of Australia began to manufacture the 302 cu in (4.9 L) 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 it
[1] The 302C was created by using the 351C block with
is estimated that only ten percent of Australian Cleveland V8 production was the 302C.
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, the least desirable
of any of the 335 series V8s.[1] 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.[3]

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 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.[31]

351 Cleveland
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 engines 351C engines, ending the
importation of American engines. At the 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. [1] No 351C built in Australia used
the large port cylinder heads or closed chamber combustion chambers like the US build 351C-4V
engines.

See also
Ford 385 engine
List of Ford engines

References
1. Hammill, Des (Sep 2011).Ford Cleveland. Dorset England: Veloce Publishing.
2. Schoenberger, Robert (3 May 2012)."Ford to close Cleveland Engine Plant No. 2,
home of the iconic '351 Cleveland' engine"(http://www.cleveland.com/business/inde
x.ssf/2012/05/ford_to_close_cleveland_engine.html) . The (Cleveland) Plain Dealer.
Retrieved 4 May 2012.
3. "The Ford V-8 Engine Workshop" (http://www.wrljet.com/fordv8/cleveland.html). An Australian factory-forged 302
Retrieved 22 May 2014. Cleveland crankshaft in-situ. The
4. Sessler, Peter (2010). The Ultimate V-8 Engine Data Book (2nd ed.). Minneapolis, number "302" confirms its
MN: Motorbooks International. intended displacement.

5. Cartech. "Ford 351 Cleveland Engines: Lubrication"(http://www.cartechbooks.com/t

echtips/351-cleveland-lubrication/). Car Tech Auto Books and Manuals. Retrieved
15 June 2014.
6. Pence, George. "351C Basics and Performance Tuning" (http://pantera.infopop.cc/e
ve/forums/a/tpc/f/5650045562/m/319104265). Pantera International. Retrieved
15 June 2014.
7. Pence, George. "The 351 Cleveland Cylinder Head"(http://pantera.infopop.cc/eve/f
orums/a/tpc/f/5650045562/m/4131047336). Pantera International. Retrieved 1 June
2014.
8. "351C heads" (http://home.comcast.net/~jelerath/mustang/Specs/heads-fr
.html).
Retrieved 1 June 2014.
9. "Ford 351 Cleveland Performance Guide: V alvetrain" (http://diyford.com/ford-351-cle
veland-performance-guide-valvetrain/). DIY Ford. Retrieved 11 June 2014.
10. "Featured Powerplant: 335 Series Cleveland"(http://www.supermotors.net/articles/lf
m-issue05-a2-1.php). Supermotors. Retrieved 1 June 2014.
11. Petersen's Big Book of Auto Repair. Los Angeles, CA: Petersen Publishing. 1976.
12. 1971 Ford Mustang (Sales Brochure ed.). Ford Motor Company
. 1970.
13. Traver, David (February 2010)."Last of the Hot Rods - 1973 Ford Mustang"(http://w
ww.hemmings.com/mus/stories/2010/02/01/hmn_feature7.html). Hemmings.
Retrieved 3 June 2014.
14. "351 Cleveland" (http://www.boss351registry.com/351_Cleveland.htm). Boss 351
Registry. Retrieved 3 June 2014.
15. "Welcome to the Boss 351 Registry"(http://www.boss351registry.com/). Boss 351
Registry.
16. "Muscle Car Engine Shootout - Ford Boss 351 Vs. Chevy T-1
L 350" (http://www.hotr
od.com/techarticles/engine/hrdp_1001_muscle_car_engine_shootout/ford_boss_35
1_chevy_lt1_350.html). Hot Rod Magazine.
17. 1972 Ford Torino (Sales Brochure ed.). Ford Motor Company
. 1971.
18. Only 398 Ford Mustangs with the 351C HO engine were produced according to
production data from Ford
19. Sanow, Edwin (1997). Ford Police Cars. MBI Publishing. p. 63.ISBN 978-0-7603-
0372-6.
20. Resch, David. "The 335 Engine Family"(http://grantorinosport.org/BubbaF250/histor
y/history03.html). Retrieved 19 May 2014.
21. "Bubba's M-Block Engine Workshop" (http://grantorinosport.org/BubbaF250/index.ht
ml). Retrieved 18 May 2014.
22. Farmer, Dave. "Weights and Sizes" (http://www.gomog.com/allmorgan/engineweight
s.html). GoMoG Workshop Manual. Retrieved 3 June 2014.
23. http://351cleveland.wetpaint.com/page/Block+400+FMX+
24. "400 FMX" (http://351cleveland.wikifoundry.com/page/Block+400+FMX+).
351Cleveland.net. Retrieved 20 May 2014.
25. Monroe, Tom (1980). How to Rebuild Ford V8 Engines. New York: HP books.
26. Meyer, T. "Pistons" (http://www.tmeyerinc.com/category-s/1832.htm). Retrieved
22 May 2014.
27. "Geoff Infield's Ford V8 page"(https://web.archive.org/web/20060218205126/http://
www.geocities.com/infieldg/v8main.html). Archived from the original (http://400ford.i
nfo) on 18 February 2006. Retrieved 25 July 2006.
28. "History of the Ford 351M/400"(http://www.projectbronco.com/History/history_of_th
e_ford_351m.htm). Retrieved 19 May 2014. |first1= missing |last1= in
Authors list (help)
29. Resch, Dave. "Demise of the M-Block"(http://grantorinosport.org/BubbaF250/histor
y/history04.html). Retrieved 22 May 2014.
30. Heitz, Rudolf, ed. (1 August 1986).Auto Katalog 1987 (in German). 30. Stuttgart:
Vereinigte Motor-Verlage GmbH & Co. KG. p. 120.
31. "Aus Ford Parts" (http://www.ausfordparts.com/ausheads.html). Retrieved 22 May
2014.

External links
Short descriptions of Ford overhead valve V8 engines
M-Block Ford V8 Workshop

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