351cj 2v Stock Horsepower

Q: I’ve found that many of the best are for the engine with 4V cylinder heads. What is the biggest difference between the 2V and 4V heads? I know the valves in the 4V heads are bigger, but what other differences are there? Can the 2V head be machined to 4V specs, and can a 2V engine block be drilled for use with a 4V intake?A: Starting with the basics, 2V heads are designed for use with a factory 2-barrel carburetor option (2V = 2 venturi), while 4V heads came on one of the five configurations that came with a 4-barrel carburetor (4V = 4 venturi). The biggest physical difference between the 2V and 4V Cleveland heads is the huge intake and exhaust ports on the 4V heads. There simply isn’t enough material around the smaller 2V ports to hog them out to mate to 4V port dimensions. Since all Cleveland blocks are the same, you can swap 2V heads for 4Vs and vice-versa, but you’ll also need to make sure you have the right exhaust manifolds/headers to match.There are some good 2V intake manifolds out there. If you want a dual plane intake, the is a good choice.

• 351 Cj 2v Stock Horsepower Engine

It builds power from idle to 5,500 rpm. If you want a single plane, get the.

• The four barrel was rated at 266 horsepower. Compression dropped to 8.0:1. Gone was a great motor. Even today the 351 is an engine of choice. It will bolt in place of a 289 or 302. For practically any application, the Ford 351 Cleveland is the performance choice with plenty of horse power and torque. In 1972 the 351CJ was retained. VIN engine code 'Q'.
• Building 351 Cleveland Power: 400 Horsepower Build It isn’t hard to get 400 hp from a 351C. All you need is the right combination of parts, including CNC-ported, factory, iron-head castings from Powerheads and a budget stroker kit, and get ready for great street power.

Building 351 Cleveland Power: 400 Horsepower Build It isn’t hard to get 400 hp from a 351C. All you need is the right combination of parts, including CNC-ported, factory, iron-head castings from Powerheads and a budget stroker kit, and get ready for great street power.

It builds power between 1,500 and 7,000 rpm. This is another in a series of weekly Q&A Mailbag sessions with ‘s tech department, in which there are hundreds more. The Ford 351C or Cleveland as it is known because its parts were cast at the iron foundry located in Cleveland Ohio, is a very unique and often misunderstood engine. The confusion is usually centered around the cylinder heads, beginning with the 2-V and 4-V designations. As previously mentioned, the “V” means venturi or “barrel”, which is a path of flow for the air/fuel mixture in a carburetor.Many modern engines such as the popular Ford Coyote have 4 valves per cylinder and use “4-V” in the description.

So it’s easy to see why a younger automotive enthusiast might mistakenly identify the carburetor venturi numbers with the number of valves in a cylinder head.The most noticeable difference between a 2-V and 4-V Cleveland cylinder head would be the port sizes. The 2-V has 2.02″ x 1.65″ intake and 1.84″x 1.38″ exhaust ports. The 4-V heads designed for four barrel induction systems have much larger 2.50″ x 1.75″ intake and 2.00″ x 1.74″ exhaust ports.Naturally the 4-V heads have larger valves to match the increased flow capacity of the ports and 4 venturi carburetor. Both head designs can be used for high performance engine builds but serious attention must be used when selecting all components in order to match the performance characteristics of the two different head designs.The blocks used for 351C engines produced in the United States are all the same with the only exception for some being the crankshaft main bearing support caps. All production blocks are equipped with 5 main bearing support caps.

Most caps use 2 bolts for attachment to the block but all Boss 351 engines and most of the performance “Cobra Jet” 351C blocks used 4-bolt main bearing caps for additional strength. The 2-bolt blocks are very strong as produced but can easily be machined to accept 4-bolt caps if desired.Prices for used cast iron production blocks and heads will vary according to the condition and type but for $2000, brand new aluminum alloy Cleveland heads are available from Summit Racing.

Hello Lee,Your statement/question of “ 4V?? Way too big in every way. What were they thinking! “.The obvious answer would be winning races. For you guys still interested in the Cleveland engine family, these heads still or did belong to the small block Ford engine family.

We raced these engines back in the 70s through the 80 in our Dirt Late Model. The heads themselves have the same deck bolt pattern of the 260,289,302 and the 351W Windsor plant engines as well as the Cleveland plant engines. With that said water ports out are different with the Windsor in that the coolant comes out though the intake face of the heads on these Windsor engines. We have in the past modified these heads for Windsor block based Boss 302s.

The big thing is that the 4V engines have truck drive though intake ports that make this a high rpm engine, the exhaust ports were so so to really get max HP you needed to the High Port conversion. This involved milling most of the exhaust port off the head and fitting an aluminum plate with a port angled upwards from the original angle of the port the head bolts when though these plates and they were also machined for the spark plugs to fit though. Oiling was kind of an issue as stated buy a guy before, oil in the C block went though the lifter gallery and if you bent a pushrod or had a lifter problem it would be an issue, we cleaned the bore and oversized it also drilled and taped the valley to put a plate over the lifters so you could not loose one.

We also fed oil though both ends of the block with a Melling oil pump with a 100 pound relief spring in it for the wet sump, Dry sump was pretty much the same. Restrictor plug in the cam and opposite lift gallery too were used. Our power band was from 4500 to 8500 back then with the 4V heads, in the early 80 Ford came back into racing with SVO and we switched to the Ford SVO heads. I am working on one last engine I kept that I am putting stock 4V quench chamber heads on for old times sake should be a really good sleeper engine. Cheers, Steve at METECH Engneering. Steve, thanks for the information.

There’s obviously still a lot of old school Cleveland builders like myself, and many younger builders that are totally burned out on the the same old SBC and LS builds with the same results. Less than spectacular performance in modern times when performance can and should be something to get excited about.Giving credit where it’s due, the modulars like the Coyote and Voodoo offers performance from the factory that’s fantastic. Add your favorite flavor of aftermarket goodies and easily double the already mind numbing power production.But interest is definitely on the rise for Cleveland fans worldwide. Just look at the impressive number of new performance parts available now with even more coming in the future. Australia has a huge following and strong aftermarket support for Clevelands. Heads from CHI, AFD, Scott Cook and more from down under. I will also mention the Arrow alloy block for Clevelands too because it’s a pretty good piece but shipping to the States makes it a very costly deal.

But for those that don’t know the good news, listen up.There’s reproduction 351 Cleveland blocks being manufactured and sold right here in the USA. They are available in various iron alloys for different strength requirements. And of course aluminum alloy is available to save considerable amounts of weight from the front of your favorite Fords. The really cool thing common to all of these blocks is they feature full Cleveland architecture, meaning they look almost identical to the factory blocks right down to the Ford part and casting date. Plus bolt on exterior parts from the factory or aftermarket are fully compatible so anything from your original engine will bolt onto your new aluminum block Cleveland engine.Besides the Aussie Heads, there’s a good selection of American made heads from Edelbrock and Trick Flow too.But the best news is the blocks because the supply of good usable block cores is rapidly shrinking everyday.

Back when the Cleveland engine dominated Pro Stock and other classes of drag racing, some teams would use up 2 or 3 blocks each race. They had to use stock production blocks almost exclusively because the aftermarket acted like they never even heard of Ford.

The competition felt the same way every time a Small Block Cleveland Ford kicked their asses around the moon and back!!!Check out the websites for full block details.American made Track Boss Blocks and more at;tmeyerinc.comAmerican made Titus blocks and more at;titusperformanceproducts.com.

Ford offered two versions of the 351 engine, a Windsor 351 and a Cleveland 351. The Windsor motor is considered a small block. The Cleveland 351 is between a small block and a big block. Even though the Cleveland 351 came from the small block family, few parts will interchange. The heads on the 351 4 barrel engine were very similar to the Boss 302 heads.In 1971, Ford offered only a two barrel version of the 302 motor. The Boss motor option was called the Boss 351.

The 1971 Boss 351 could be called Ford's greatest performance small block motor.In mid May of 1971 Ford introduced a new version of the 351 Cleveland motor. It was during these years that the performance engines were under a lot of pressure.

Insurance rates were going up on cars with these motors. High octane gasoline was getting harder to find. New air quality standards put better smog controls on the motors, affecting the performance. The mid '71 Boss 351 (Cobra Jet) engine wasn't much of step up from the stock 4 barrel motor. Four bolt mainsHydraulic cam slightly hotter than the stock 4 barrel motor with a little longer durationDifferent heads - large ports & valves of the 4 barrel with the open design of the 2 barrel versionCast aluminum flat top pistons9.0:1 compression (Compared to the 10.7:1 in the 4 barrel motor)Spread bore Autolite carb with smaller primaries and larger secondariesSame Cast iron intake as the 4 barrel ClevelandBy 1972 the Boss motors were gone. The Boss 351 of '72 was in name only. The motor was the same as the stock 4 barrel 351 Cleveland.

The compression was 9.0:1 in both motors. The cam timing was retarded 4 degrees.

In 1972 the Cobra Jet motor was renamed HO for high output. All the heavy duty parts were kept but the compression went to 9.2:1. The heads were open chamber instead of the semi-hemispherical. The pistons were flat top and forged. The solid lifter cam had a little less duration (275 degrees) and more lift (0.491'). The following year, 1973, was the 4 barrel Cleveland 351's last year.

351 Cj 2v Stock Horsepower Engine

The two barrel version was rated at 160 horsepower. The pistons were dish topped. The four barrel was rated at 266 horsepower. Compression dropped to 8.0:1.Gone was a great motor. Even today the 351 is an engine of choice. It will bolt in place of a 289 or 302.

For practically any application, the Ford 351 Cleveland is the performance choice with plenty of horse power and torque.In 1972 the 351CJ was retained. VIN engine code 'Q'. Same basic engine as the 1971 'Q' code.

Lower compression heads and hydraulic cam. Engine was a seperate engine with VIN engine code 'R'. This engine is almost identical to a 71 R code Boss 351, and was even refered to as the Boss 351 in Ford literature. But the lawyers made them change the name.

It actually had a larger lift cam the 71 version, although the duration was less. It had solid lifters, and most of the other associated parts.

Compression was around 9.2 with open chamber heads and a Forged flat top piston with a single valve relief. For more info go to. Boss 351 was a very unique motor. It had all of the best Ford could offer:Heads just like the Boss 302 with canted-valves Canted-valves (2.19' intake and 1.71' exhaust)Compression chamber of 66-67 cc (compared to the Boss 302's of 57-60 cc)Four bolt mains - specially hardenedCast Crank shaft with 90% nodularityForged steel rods - shot-peened & magnafluxed with heavy duty 3/8' bolts and nutsForged aluminum pistons with pop-ups11.1:1 compressionMechanical camshaft of 290 degrees of duration & 0.477' of lifeHardened and ground pushrods and guide platesAluminum dual plane intake manifoldAutolite 4300-D carb.