GTHO 351c PHASE 2 / 3 ford Cleveland engine build PART 6

[@StainlessTIG2]

The Cleveland is the best-baddest small block engine out of any and all manufacturers.

[@cammontreuil7509]

Small block is chevy nomenclature.

[@indykartsindoorgokarting6711]

Here's something you might find interesting Dean. In 1985 I was working as a mechanic in a shop in Beverly Hills California, a cop came in to check that everything was okay (this was a P.R. thing they did for every business every six months). It just so happened this guy was a motor head and I asked him about his Crown Victoria police car and what engine it had in it, I was dumbfounded when he said it was a 351 Cleveland fully imported from Australia. I asked how he knew this and he told me he'd requested to buy one of the Crown Vic's from the police department and was told that there wasn't a "snow flakes chance in hell" of the cars passing the yearly smog check (police cars were one of the few vehicles that were exempt from smog checks) so the cars went to Nevada to end their life as a "49 State" car. He said that (in 1985) there was nothing you could buy that could out accelerate his Crown Vic!

[@SouthernCrossMotors]

Great to see the updates. I have worked on a few of these, Phase 2 and 3 back in the 1980s. There was so many urban myths about what was what in those engines. I totally agree and could never understand; why didn't Ford Australia simply import 500 or more Boss 351s? Just bolt in. Better engine than the standard 351 base used and way less work...

[@deanstevenson6527]

Mike Cantwell : The Phase 2/3 were Al Turners baby. The use of a K code 289 cam profile on the Phase 2 and a downgraded 300 degree cam for the Phase 3 give us a huge clue that Aussie Phase GTHO's were custom Aussie modified engines. Al spec'd stock US M code import engines, and modified the spring and screw in rocker studs for solid lifter engines with cams more aggressive and not legal for US emissions. The canned 1971 Boss 302 and the eventual Boss 351 heads were not used because everything engineering wise here was signed off by Big Al. The US tag code CN engines were totally unable to match 340 and 350 net hp H-M headered performance. Al got the two kinds of Holley carbs via his contacts, which is essentially Boss 302 or the later Big Block carb. The Phase engines porting and chambers were stock for the Phase 2. For the Phase 3, likely the same. Phase 4, Boss 351 head gaskets and gas flowed chambers based on the Bill Santacione dyno test engine(s). The Boss 351 engine spec wasnt locked in untill June 1970. It had a 16 thou deck register, different pistons and Al would have had access to some of that. High degree of local customisation was because Al was the final fettling wheel in the package. Since so much rode on the shoulders of the Phase Cleveland engines after the 1969 failure for the 500 mile race, all the engines were striped US import M codes with a huge degree of Australian rework. The QC engines then went a step further. The Lot 6 guys will weigh in on this as thats where I got this information last October. The Boss 351 and the Boss 302 were not the big sticks the Phase 2 & 3's became. The whole program was intrusted to Ford Australia because Dearborn got the picture that unless it customised its factory Australian racing effort better than GM-H, it would Not Win. The Australian work used very good practises, another step up from Harry Firths earlier work. Because Al Turner was a drag racing guy, he mixed the best endurance testing guys from Repco and within Ford Special Vehicles, honed and lapped in his drag racing engine prep to a small band of new specialists. Aussie ones. The machining work is signifcant, but goes un-noticed untill you compare it with the US market 70-74 Cleveland performance engines.

[@ldnwholesale8552]

Those Ph3 engines came direct from the states. Most were assembled here BUT all the parts were imported. And were a simple variation on Boss heads.

[@grantorinoplanet]

the dot before the 4 means open chamber head with out dot its closed chamber head

[@michaelgiglio1571]

Well said. What putty did you use to block the thermal pasage and can it be ued as a exhaust port putty, hard to find. Madmick

[@ford-speed]

A product called HARDBLOK.

[@ldnwholesale8552]

Parts at Ford? They went by the part number. Of which there several for the different model engines. I worked in Ford main parts dealer in that period. They were packaged in heavy cardboard boxes. Normal 4V closed chamber GT head assembles were readily available. Ph3 ones would have been special order. XW & XY GT heads were the same. K codes used regular US 1970 2V heads. Later heads got larger in the chambers. Aussie 302 2Vs had around 600 cc in XA getting larger to around 64cc by XE. XA XB heads are generally the only ones left that are any good as the XC ones on with ADR27A all BBQd the valves seats and guides 4V open chambers I believe were imported, but again maybe not as they were only used on later XA and early XB engines. Late XB GT engines used 2V open chambers with a little larger chambers. And a square bore 4bbl intake. The GTs were slowly strangled!! I am unsure wether all Ph3s had screw in studs. Maybe,, or not. Fairly simple for Ford to bring in bare heads into Oz and finish them to application, as were L34 heads at Holden.

[@stevegus2845]

Hi, what product did you use to fill the heat riser port with.

[@ford-speed]

HARD blok

[@bobharris4287]

Thanks for this great set of videos, I'm looking forward to more. Looking at the Phase 3 Workshop Supplement it shows the cylinder head combustion chamber volume as 55.0 - 62.2 (a very large range). The XY service manual shows the 4V as 61.3 to 64.3, the same as (from doco I see) the US 1970 4V. With the US 71 4V and Boss as 64.6 to 67.6cc Do you trust this value in the workshop supplement for the road cars? Would the heads have been machined to decrease the combustion chamber size? cheers

[@aaronblyth596]

I can’t find the start of the series. Part one and two ???

[@darronmecak5720]

it was all over by 1971 in the usa maybe thats why we did our own machine work drew .

[@ford-speed]

That’s a fair comment. Ford USA were still in production with the 71 boss 351 and 72 they went with the 351 oho motor both of which had heads with screw in rocker studs. They would have needed to service parts for those engines for the next several years. I don’t think they would have wrapped things up until mid 70’s with 351c 4v production

[@brianadams429]

Just think if the fuel shortage never happened, i wonder how far would the cleveland have went.

[@brianadams429]

74 was supposedly the last year here in the USA to get clevelands

[@brianadams429]

@@ford-speed did you guys have clevelands, boss 302 in 69? If so they had the 2.25 in valves

[@ford-speed]

@@brianadams429 we imported all 351c engines up to late 72. We had no boss engines of any description. No 351c engines had a 2.25” intake valve. Only the 1969 boss 302 engine had those monstrous valves.

[@greensladegraphics9518]

Hi do you know how much material needs to be machined off the rocker pedestal?

[@landauneo]

300 thou.

[@ldnwholesale8552]

Exact copy? With those valves. One piece stainless valve with single groove collets. And cleaning up the short turn? NEVER touch the short turn

[@cammontreuil7509]

What's with all the cleveland interest ? It's taken that long for people to find out. Where were you in the 70's and 80's. In diapers ? That's what I thought.