Glad to hear 👍

Id imagine the throttle got stuck when they crashed the car I got it from & the engine was pulled shortly after so can't imagine it ran for very long that way

No problem 👍

Sweet!

He needs a impact that works

the pistons and cylinders were beyond repair anyways, wasnt much to be saved.

I'm going to try that to see if it works.

The guy I got it from had it since new, I guess they crashed the car and the k member hit the block and cracked it. Assuming thats why it sat around and never got used past that.

Yes sir

Correct 👍

More than likely won't be using the heads anyways. Plans are are for aluminum heads & a supercharger

Thanks!

no they are 4V open chamber heads. not high comp Quench chambered

​​​@@fknows1 Exactly..Engine code 621 is the Q code 1972 351C F-4 Cobra Jet, the 266 hp version supplied with hydraulic cam for the 73 model ( June 1972) year of build, but most likely the 246 hp version without the bigger 4300D carb and the downgraded valve sizes with 8:1 compression. 🥝✔️

Yeah sadly it has the "small" valves in it. I never even noticed until I was looking at aftermarket heads with the 2.19 valves and noticed how close they were to each other.

@@pirsonperformance George Pence's article at the Pantera Forum argues the D3ZE could be the best of all the great Clevo heads, due to good valve 'Unshrouding' (He advocates building dynamic compression by earlier IVC point. It's very interesting! Cheers Mate

Its a great toolbox, ive had it for over 5 years and never had an issues. Castors are awesome if you plan on moving it around a lot

If you're close to Niagara Falls you can have it lol

@@pirsonperformance im in Merritt BC Canada i could pay for shipping if your willing to ship

Sure, lots of engines can be converted

Lol only size 13s

Looks like you got a pretty good rebuildable core engine. It’s got the desirable 4-bolt main bearing caps and those blocks are getting harder to find nowadays. Beside the bent pushrod, everything else looks good so far. I’m watching the video now and you’re about to remove the crankshaft. If the bearings aren’t trashed then you’re good to go. From all indications it looks like the engine has never been apart and it’s a virgin block. If it had been previously bored the piston tops would have the over bore size stamped on them. Oh damn… now I see the crack in the block around the engine mount boss. If you can’t find someone that specializes in welding cast iron then the block is hopelessly damaged. Sorry to see that 🏁.

Block has already been welded, just slacking on making a video of it. Converting all of those coolant plugs to a pipe plug as well. Heads have been media blasted and cleaned up but discovered it only has the 2.08 intakes instead of the 2.19. Just not sure if its worth the time and effort to machine for pedestal mount rockers and bigger valves or just go with aftermarket heads.

@@pirsonperformance Near the end of Cleveland production here in the States, Ford tried using smaller 2.08” intake valves instead of the more common 2.19” valves as a last resort attempt to increase torque output at lower rpm’s. The pump gasoline available during that period in the seventies was really bad. Ford had already done away with the good 4-V quench combustion chambers and switched to the open chamber design to be more compatible with the available low octane fuel. According to the printed information I have, when Ford changed to the smaller 2.08 intake valves, they also made the open chamber design even larger. That makes them less desirable for a high compression performance build. I have a pair of the small valve large chamber heads that I bought 40 years ago when I first started building Clevelands and I still had a lot to learn. The casting number is D3ZZ. They can still be upgraded to the larger valves but to get the high compression that I needed for racing would require pistons with domes so large, they just wouldn’t be practical for reasons I won’t get into now. I ended up getting a pair of vintage Pro Stock high port Cleveland heads with extensive modifications including raised intake ports and relocated exhaust ports. I figured that since they dominated Pro Stock Drag Racing for so many years, I was good to go ! Nowadays you have several different options to choose from for your Cleveland. You could buy a pair of stock 4-V quench chamber heads, have the pedestals machined for screw in studs and guide plates, new valve seats for the required stainless steel valves with single groove keepers and springs suitable for the cam you choose. The cost really adds up but you would have a good pair of iron heads. Upgrading to aluminum heads will cost more but the advantages would justify the additional expense. The Edelbrock alloy heads offer smaller combustion chambers and of course lighter weight but the port and valve sizes are nearly identical to the 2-V iron heads which limits their performance potential. For alloy heads with more choices of chamber design, valve sizes, port volume and more, check out CHI, TFS and AFD. CHI is in Australia but have vendors in the States. If money isn’t an issue, check out Higgins Racing Heads also in Australia. There’s a Cleveland dyno video on KZbin featuring Higgins heads. A naturally aspirated, NO nitrous, single 4-V carb stroker that makes just under 1000 horsepower. Clevelands rule 🏁

@@pirsonperformance I’m glad to know you successfully got the block repaired. I’m also using a four bolt block but some guys argue that the extra bolt holes tend to weaken the caps and/or blocks. I see their point but it’s only speculation because there’s no proof to support it. Two bolt blocks are strong too. You’re probably already familiar with Drag Boss Garage on KZbin. My friend Tim Halstead deals specifically with Clevelands. His stock bodied ‘69 Cougar consistently runs mid 9 second quarter mile times without power adders using a 408 Cleveland with Ford A3 alloy heads and single 4-V induction. The engine dyno results were 752 hp @ 7600 rpm’s and 571 pounds of torque @ 5600 rpm’s. He’s been using the same 2-bolt block for over 20 years ! All Cleveland blocks regardless of the main cap design, have noticeably thicker bottom end webbing and bulkheads along with wider main caps. That’s why they are stronger than production Windsor blocks. The guys claiming that Clevelands always fail due to a bad oiling system design have never even seen the diagram showing how it’s designed. It’s more than adequate for most performance builds. Main bearing oiling can become a concern when turning more than 6000 rpm’s so if needed, the simple modifications to improve oil flow to the mains should be done during block prep at the machine shop 🏁.