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id="toc-Comparison_to_Ford_Small_Block_V8" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Comparison_to_Ford_Small_Block_V8"> <div class="vector-toc-text"> <span class="vector-toc-numb">1.1</span> <span>Comparison to Ford Small Block V8</span> </div> </a> <ul id="toc-Comparison_to_Ford_Small_Block_V8-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Oil_system" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Oil_system"> <div class="vector-toc-text"> <span class="vector-toc-numb">1.2</span> <span>Oil system</span> </div> </a> <ul id="toc-Oil_system-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Cylinder_heads" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Cylinder_heads"> <div class="vector-toc-text"> <span class="vector-toc-numb">1.3</span> <span>Cylinder heads</span> </div> </a> <ul id="toc-Cylinder_heads-sublist" class="vector-toc-list"> </ul> </li> </ul> </li> <li id="toc-351_Cleveland" class="vector-toc-list-item vector-toc-level-1"> <a class="vector-toc-link" href="#351_Cleveland"> <div class="vector-toc-text"> <span class="vector-toc-numb">2</span> <span>351 Cleveland</span> </div> </a> <button aria-controls="toc-351_Cleveland-sublist" class="cdx-button cdx-button--weight-quiet cdx-button--icon-only vector-toc-toggle"> <span class="vector-icon mw-ui-icon-wikimedia-expand"></span> <span>Toggle 351 Cleveland subsection</span> </button> <ul id="toc-351_Cleveland-sublist" class="vector-toc-list"> <li id="toc-History" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#History"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.1</span> <span>History</span> </div> </a> <ul id="toc-History-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-H-code" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#H-code"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.2</span> <span>H-code</span> </div> </a> <ul id="toc-H-code-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-M-code" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#M-code"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.3</span> <span>M-code</span> </div> </a> <ul id="toc-M-code-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-1971_R-code_(Boss_351)" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#1971_R-code_(Boss_351)"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.4</span> <span><span><span>1971 R-code</span></span> (Boss 351)</span> </div> </a> <ul id="toc-1971_R-code_(Boss_351)-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-1972_R-code_(351_HO)" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#1972_R-code_(351_HO)"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.5</span> <span><span><span>1972 R-code</span></span> (351 HO)</span> </div> </a> <ul id="toc-1972_R-code_(351_HO)-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Q-code_(351_Cobra-Jet)" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Q-code_(351_Cobra-Jet)"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.6</span> <span><span><span>Q-code</span></span> (351 Cobra-Jet)</span> </div> </a> <ul id="toc-Q-code_(351_Cobra-Jet)-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Replacement" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Replacement"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.7</span> <span>Replacement</span> </div> </a> <ul id="toc-Replacement-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-351C_engine_specifications_chart" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#351C_engine_specifications_chart"> <div class="vector-toc-text"> <span class="vector-toc-numb">2.8</span> <span>351C engine specifications chart</span> </div> </a> <ul id="toc-351C_engine_specifications_chart-sublist" class="vector-toc-list"> </ul> </li> </ul> </li> <li id="toc-400_and_351M" class="vector-toc-list-item vector-toc-level-1"> <a class="vector-toc-link" href="#400_and_351M"> <div class="vector-toc-text"> <span class="vector-toc-numb">3</span> <span>400 and 351M</span> </div> </a> <button aria-controls="toc-400_and_351M-sublist" class="cdx-button cdx-button--weight-quiet cdx-button--icon-only vector-toc-toggle"> <span class="vector-icon mw-ui-icon-wikimedia-expand"></span> <span>Toggle 400 and 351M subsection</span> </button> <ul id="toc-400_and_351M-sublist" class="vector-toc-list"> <li id="toc-400" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#400"> <div class="vector-toc-text"> <span class="vector-toc-numb">3.1</span> <span>400</span> </div> </a> <ul id="toc-400-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-351M" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#351M"> <div class="vector-toc-text"> <span class="vector-toc-numb">3.2</span> <span>351M</span> </div> </a> <ul id="toc-351M-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Light_truck_usage" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Light_truck_usage"> <div class="vector-toc-text"> <span class="vector-toc-numb">3.3</span> <span>Light truck usage</span> </div> </a> <ul id="toc-Light_truck_usage-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Block-cracking_problems" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Block-cracking_problems"> <div class="vector-toc-text"> <span class="vector-toc-numb">3.4</span> <span>Block-cracking problems</span> </div> </a> <ul id="toc-Block-cracking_problems-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-351M/400_identification_confusion" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#351M/400_identification_confusion"> <div class="vector-toc-text"> <span class="vector-toc-numb">3.5</span> <span>351M/400 identification confusion</span> </div> </a> <ul id="toc-351M/400_identification_confusion-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Replacement_2" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#Replacement_2"> <div class="vector-toc-text"> <span class="vector-toc-numb">3.6</span> <span>Replacement</span> </div> </a> <ul id="toc-Replacement_2-sublist" class="vector-toc-list"> </ul> </li> </ul> </li> <li id="toc-302_and_351_Cleveland_(Australia)" class="vector-toc-list-item vector-toc-level-1"> <a class="vector-toc-link" href="#302_and_351_Cleveland_(Australia)"> <div class="vector-toc-text"> <span class="vector-toc-numb">4</span> <span>302 and 351 Cleveland (Australia)</span> </div> </a> <button aria-controls="toc-302_and_351_Cleveland_(Australia)-sublist" class="cdx-button cdx-button--weight-quiet cdx-button--icon-only vector-toc-toggle"> <span class="vector-icon mw-ui-icon-wikimedia-expand"></span> <span>Toggle 302 and 351 Cleveland (Australia) subsection</span> </button> <ul id="toc-302_and_351_Cleveland_(Australia)-sublist" class="vector-toc-list"> <li id="toc-History_2" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#History_2"> <div class="vector-toc-text"> <span class="vector-toc-numb">4.1</span> <span>History</span> </div> </a> <ul id="toc-History_2-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-302_Cleveland" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#302_Cleveland"> <div class="vector-toc-text"> <span class="vector-toc-numb">4.2</span> <span>302 Cleveland</span> </div> </a> <ul id="toc-302_Cleveland-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-351_Cleveland_2" class="vector-toc-list-item vector-toc-level-2"> <a class="vector-toc-link" href="#351_Cleveland_2"> <div class="vector-toc-text"> <span class="vector-toc-numb">4.3</span> <span>351 Cleveland</span> </div> </a> <ul id="toc-351_Cleveland_2-sublist" class="vector-toc-list"> </ul> </li> </ul> </li> <li id="toc-See_also" class="vector-toc-list-item vector-toc-level-1"> <a class="vector-toc-link" href="#See_also"> <div class="vector-toc-text"> <span class="vector-toc-numb">5</span> <span>See also</span> </div> </a> <ul id="toc-See_also-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-Notes" class="vector-toc-list-item vector-toc-level-1"> <a class="vector-toc-link" href="#Notes"> <div class="vector-toc-text"> <span class="vector-toc-numb">6</span> <span>Notes</span> </div> </a> <ul id="toc-Notes-sublist" class="vector-toc-list"> </ul> </li> <li id="toc-References" class="vector-toc-list-item vector-toc-level-1"> <a class="vector-toc-link" href="#References"> <div 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searchaux" style="display:none">Reciprocating internal combustion engine</div> <style data-mw-deduplicate="TemplateStyles:r1257001546">.mw-parser-output .infobox-subbox{padding:0;border:none;margin:-3px;width:auto;min-width:100%;font-size:100%;clear:none;float:none;background-color:transparent}.mw-parser-output .infobox-3cols-child{margin:auto}.mw-parser-output .infobox .navbar{font-size:100%}@media screen{html.skin-theme-clientpref-night .mw-parser-output .infobox-full-data:not(.notheme)>div:not(.notheme)[style]{background:#1f1f23!important;color:#f8f9fa}}@media screen and (prefers-color-scheme:dark){html.skin-theme-clientpref-os .mw-parser-output .infobox-full-data:not(.notheme) div:not(.notheme){background:#1f1f23!important;color:#f8f9fa}}@media(min-width:640px){body.skin--responsive .mw-parser-output .infobox-table{display:table!important}body.skin--responsive .mw-parser-output .infobox-table>caption{display:table-caption!important}body.skin--responsive .mw-parser-output .infobox-table>tbody{display:table-row-group}body.skin--responsive .mw-parser-output .infobox-table tr{display:table-row!important}body.skin--responsive .mw-parser-output .infobox-table th,body.skin--responsive .mw-parser-output .infobox-table td{padding-left:inherit;padding-right:inherit}}</style><table class="infobox hproduct"><tbody><tr><th colspan="2" class="infobox-above fn" style="background-color:#C0C0C0; padding:4px; text-align:center">Ford 335 V8</th></tr><tr><td colspan="2" class="infobox-image"><span class="mw-default-size" typeof="mw:File/Frameless"><a href="/wiki/File:1969_Ford_Mustang_351_Cleveland.JPG" class="mw-file-description"><img src="//upload.wikimedia.org/wikipedia/commons/thumb/8/8f/1969_Ford_Mustang_351_Cleveland.JPG/280px-1969_Ford_Mustang_351_Cleveland.JPG" decoding="async" width="280" height="210" class="mw-file-element" srcset="//upload.wikimedia.org/wikipedia/commons/thumb/8/8f/1969_Ford_Mustang_351_Cleveland.JPG/420px-1969_Ford_Mustang_351_Cleveland.JPG 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/8/8f/1969_Ford_Mustang_351_Cleveland.JPG/560px-1969_Ford_Mustang_351_Cleveland.JPG 2x" data-file-width="1024" data-file-height="768" /></a></span></td></tr><tr><th colspan="2" class="infobox-header" style="background-color:#C0C0C0">Overview</th></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Automotive_industry" title="Automotive industry">Manufacturer</a></th><td class="infobox-data"><a href="/wiki/Ford_Motor_Company" title="Ford Motor Company">Ford Motor Company</a></td></tr><tr><th scope="row" class="infobox-label">Also called</th><td class="infobox-data">Ford Cleveland V8</td></tr><tr><th scope="row" class="infobox-label">Production</th><td class="infobox-data">1969–1982</td></tr><tr><th colspan="2" class="infobox-header" style="background-color:#C0C0C0">Layout</th></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Engine_configuration" title="Engine configuration">Configuration</a></th><td class="infobox-data"><style data-mw-deduplicate="TemplateStyles:r1126788409">.mw-parser-output .plainlist ol,.mw-parser-output .plainlist ul{line-height:inherit;list-style:none;margin:0;padding:0}.mw-parser-output .plainlist ol li,.mw-parser-output .plainlist ul li{margin-bottom:0}</style><div class="plainlist"><ul><li>90° <a href="/wiki/Overhead_valve" class="mw-redirect" title="Overhead valve">OHV</a> small-block V8</li><li>4.380" bore spacing</li></ul></div></td></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Engine_displacement" title="Engine displacement">Displacement</a></th><td class="infobox-data"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1126788409"><div class="plainlist"><ul><li>301.6 cu in (4.9 L)</li><li>351.9 cu in (5.8 L)</li><li>402.1 cu in (6.6 L)</li></ul></div></td></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Bore_(engine)" title="Bore (engine)">Cylinder bore</a></th><td class="infobox-data">4.0 in (102 mm)</td></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Stroke_(engine)" title="Stroke (engine)">Piston stroke</a></th><td class="infobox-data"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1126788409"><div class="plainlist"><ul><li>3.0 in (76 mm)</li><li>3.5 in (89 mm)</li><li>4.0 in (102 mm)</li></ul></div></td></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Engine_block" title="Engine block">Cylinder block</a> material</th><td class="infobox-data"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1126788409"><div class="plainlist"><ul><li>Cast iron</li><li>Deck height:</li><li>9.206" (302C, 351C)</li><li>10.297" (351M, 400)</li></ul></div></td></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Cylinder_head" title="Cylinder head">Cylinder head</a> material</th><td class="infobox-data">Cast iron</td></tr><tr><th scope="row" class="infobox-label"><a href="/wiki/Valvetrain" title="Valvetrain">Valvetrain</a></th><td class="infobox-data"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1126788409"><div class="plainlist"><ul><li><a href="/wiki/Overhead_valve" class="mw-redirect" title="Overhead valve">Overhead valve</a></li><li>Cast iron cam, flat tappet</li></ul></div></td></tr><tr><th colspan="2" class="infobox-header" style="background-color:#C0C0C0">Chronology</th></tr><tr><th scope="row" class="infobox-label">Predecessor</th><td class="infobox-data"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1126788409"><div class="plainlist"><ul><li><a href="/wiki/Ford_FE_engine" title="Ford FE engine">Ford FE V8</a></li><li><a href="/wiki/Ford_Windsor_engine" class="mw-redirect" title="Ford Windsor engine">Ford Windsor V8</a></li></ul></div></td></tr><tr><th scope="row" class="infobox-label">Successor</th><td class="infobox-data"><a href="/wiki/Ford_Windsor_engine" class="mw-redirect" title="Ford Windsor engine">Ford Windsor V8</a></td></tr></tbody></table> <p>The <b>Ford 335</b> <a href="/wiki/Internal_combustion_engine" title="Internal combustion engine">engine</a> family was a group of engines built by the <a href="/wiki/Ford_Motor_Company" title="Ford Motor Company">Ford Motor Company</a> between 1969 and 1982. The "335" designation reflected Ford management's decision to produce an engine of that size (335 cubic inches) with room for expansion during its development.<sup id="cite_ref-Cleveland_1-0" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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. </p><p>The 351C, introduced in 1969 for the 1970 model year, is commonly referred to as the <b>351 Cleveland</b> after the Brook Park, Ohio, <a href="/wiki/Cleveland_Engine" title="Cleveland Engine">Cleveland Engine</a> plant in which most of these engines were manufactured. This plant complex included a gray iron foundry (Cleveland Casting Plant), and two engine assembly plants (Engine plant 1 & 2). As newer automobile engines began incorporating aluminum blocks, Ford closed the casting plant in May 2012.<sup id="cite_ref-2" class="reference"><a href="#cite_note-2"><span class="cite-bracket">[</span>2<span class="cite-bracket">]</span></a></sup> </p><p>The 335 series engines were used in mid- and full-sized cars and light trucks, (351M/400 only) at times concurrently with the <a href="/wiki/Ford_Windsor_engine" class="mw-redirect" title="Ford Windsor engine">Windsor small-block family</a>, the <a href="/wiki/Ford_351_Windsor" class="mw-redirect" title="Ford 351 Windsor">351 Windsor</a>, in cars. These engines were also used as a replacement for the <a href="/wiki/Ford_FE_engine" title="Ford FE engine">FE V8 family</a> in both the car and truck lines. The 335 series only outlived the FE series by a half-decade, being replaced by the more compact Windsor V8s. </p> <meta property="mw:PageProp/toc" /> <div class="mw-heading mw-heading2"><h2 id="Overview">Overview</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=1" title="Edit section: Overview"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>The 335-series V8s were <a href="/wiki/Overhead_valve" class="mw-redirect" title="Overhead valve">overhead valve</a> <a href="/wiki/V8_engine" title="V8 engine">V8 engines</a> that used a unique short-skirt engine block that was both longer and heavier than that of the existing <a href="/wiki/Ford_small_block_engine" title="Ford small block engine">Ford small block V8</a>. The 335 series incorporated features used on the <a href="/wiki/Ford_385_engine" title="Ford 385 engine">385 big-block</a> series, including the canted valve layout, the valve train design, and thin-wall casting technology. All 335 series V8s had free breathing, large-port canted valve heads with a rugged engine block.<sup id="cite_ref-V8Workshop_3-0" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup> These engines use a shallow poly angle combustion chamber rather than the wedge style used on the small blocks.<sup id="cite_ref-CC_351C_4-0" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> The 335 engines use large main-bearing caps, with two-bolt as standard and four-bolt added on some performance versions.<sup id="cite_ref-V8Workshop_3-1" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-CC_351C_4-1" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p><p>The first engine in the 335 series was introduced in late 1969 as the 351C. The 400 cu in appeared in the third quarter of 1970, which raised deck height from 9.206 in (234 mm) and tall deck 10.297 in (262 mm) to accommodate a longer stroke, and used larger main bearings for additional strength.<sup id="cite_ref-CC_351C_4-2" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> This was similar to the changes made to convert a <a href="/wiki/Ford_Small_Block_engine#302" class="mw-redirect" title="Ford Small Block engine">302 Small Block</a> to the <a href="/wiki/Ford_small_block_engine#351W" title="Ford small block engine">351 Windsor</a>.<sup id="cite_ref-V-8_Data_Book_5-0" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-CC_351C_4-3" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p><p>For the 1975 model year the <a href="#351M">351M</a> replaced the 351C in North American markets.<sup id="cite_ref-V-8_Data_Book_5-1" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> Initially Ford of Australia imported US made 351C engines. However, by November 1971, Ford of Australia began to manufacture the 351C locally at the Geelong Foundry. This engine was very similar to the American counterpart and remained in production until December 1981. Ford of Australia also produced a smaller 302C alongside the 351C, which was exclusive to the Australian market.<sup id="cite_ref-Cleveland_1-1" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="Comparison_to_Ford_Small_Block_V8">Comparison to Ford Small Block V8</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=2" title="Edit section: Comparison to Ford Small Block V8"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>All 335 series engines shared the same 4.38 in (111 mm) bore spacing and cylinder head bolt pattern as the Small Block V8 family. There are a number of significant differences between the two engine families. The 335 series have a roughly two-inch extension cast into the front of the block which forms an integrated timing cover enclosure covered by a piece of flat steel, similar to an <a href="/wiki/Oldsmobile_V8_engine" title="Oldsmobile V8 engine">Oldsmobile V8 engine</a>. This results in the 335 series engine block being heavier than the Small Block engines.<sup id="cite_ref-CC_351C_4-4" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> The 335 series use a dry intake manifold with the radiator hose connecting vertically to the cylinder block above the cam timing chain cover. Small Blocks use a wet intake manifold which routes coolant through the intake manifold via a horizontally protruding hose. The 335 uses smaller, 14mm, spark plugs and has a square-shaped eight bolt rocker cover while the Windsor's six-bolt rocker cover is more rounded. </p> <div class="mw-heading mw-heading3"><h3 id="Oil_system">Oil system</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=3" title="Edit section: Oil system"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>To reduce production costs, Ford eliminated one of the 335 series's main oil galleries from the block casting, leaving two compared to the Small Block family's three.<sup id="cite_ref-Car_Tech_Lubrication_6-0" class="reference"><a href="#cite_note-Car_Tech_Lubrication-6"><span class="cite-bracket">[</span>6<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-Car_Tech_Lubrication_6-1" class="reference"><a href="#cite_note-Car_Tech_Lubrication-6"><span class="cite-bracket">[</span>6<span class="cite-bracket">]</span></a></sup> 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 galleries that lead to each of the remaining main bearings. After the oil feeds them, it feeds each corresponding camshaft bearing above. At the rear-most main bearing, the oil goes into the second gallery, which feeds the left lifter bank.<sup id="cite_ref-Cleveland_1-2" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Pantera_351C_Tuning_7-0" class="reference"><a href="#cite_note-Pantera_351C_Tuning-7"><span class="cite-bracket">[</span>7<span class="cite-bracket">]</span></a></sup> In addition the oil system not prioritizing the main bearings, the 335 engines have excessive clearances in the lifter bores. This results in oil leaking out of the lifter bores which can cause oil cavitation from the lifter motion, and can reduce oil flow to the main bearings.<sup id="cite_ref-CC_351C_4-5" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p> <style data-mw-deduplicate="TemplateStyles:r1237032888/mw-parser-output/.tmulti">.mw-parser-output .tmulti .multiimageinner{display:flex;flex-direction:column}.mw-parser-output .tmulti .trow{display:flex;flex-direction:row;clear:left;flex-wrap:wrap;width:100%;box-sizing:border-box}.mw-parser-output .tmulti .tsingle{margin:1px;float:left}.mw-parser-output .tmulti .theader{clear:both;font-weight:bold;text-align:center;align-self:center;background-color:transparent;width:100%}.mw-parser-output .tmulti .thumbcaption{background-color:transparent}.mw-parser-output .tmulti .text-align-left{text-align:left}.mw-parser-output .tmulti .text-align-right{text-align:right}.mw-parser-output .tmulti .text-align-center{text-align:center}@media all and (max-width:720px){.mw-parser-output .tmulti .thumbinner{width:100%!important;box-sizing:border-box;max-width:none!important;align-items:center}.mw-parser-output .tmulti .trow{justify-content:center}.mw-parser-output .tmulti .tsingle{float:none!important;max-width:100%!important;box-sizing:border-box;text-align:center}.mw-parser-output .tmulti .tsingle .thumbcaption{text-align:left}.mw-parser-output .tmulti .trow>.thumbcaption{text-align:center}}@media screen{html.skin-theme-clientpref-night .mw-parser-output .tmulti .multiimageinner img{background-color:white}}@media screen and (prefers-color-scheme:dark){html.skin-theme-clientpref-os .mw-parser-output .tmulti .multiimageinner img{background-color:white}}</style><div class="thumb tmulti tnone center"><div class="thumbinner multiimageinner" style="width:480px;max-width:480px"><div class="trow"><div class="tsingle" style="width:252px;max-width:252px"><div class="thumbimage"><span typeof="mw:File"><a href="/wiki/File:Clevelandblock.jpg" class="mw-file-description"><img alt="" src="//upload.wikimedia.org/wikipedia/commons/thumb/0/06/Clevelandblock.jpg/250px-Clevelandblock.jpg" decoding="async" width="250" height="167" class="mw-file-element" srcset="//upload.wikimedia.org/wikipedia/commons/thumb/0/06/Clevelandblock.jpg/375px-Clevelandblock.jpg 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/0/06/Clevelandblock.jpg/500px-Clevelandblock.jpg 2x" data-file-width="3035" data-file-height="2030" /></a></span></div><div class="thumbcaption text-align-center">Cleveland block</div></div><div class="tsingle" style="width:224px;max-width:224px"><div class="thumbimage"><span typeof="mw:File"><a href="/wiki/File:Windsorblock.jpg" class="mw-file-description"><img alt="" src="//upload.wikimedia.org/wikipedia/en/thumb/4/46/Windsorblock.jpg/222px-Windsorblock.jpg" decoding="async" width="222" height="167" class="mw-file-element" srcset="//upload.wikimedia.org/wikipedia/en/thumb/4/46/Windsorblock.jpg/333px-Windsorblock.jpg 1.5x, //upload.wikimedia.org/wikipedia/en/thumb/4/46/Windsorblock.jpg/444px-Windsorblock.jpg 2x" data-file-width="3648" data-file-height="2736" /></a></span></div><div class="thumbcaption text-align-center">Small Block</div></div></div></div></div> <div class="mw-heading mw-heading3"><h3 id="Cylinder_heads">Cylinder heads</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=4" title="Edit section: Cylinder heads"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>The cylinder-head design for the 335 series engines is its most definitive design feature. All cylinder head variants were two-valve that use large free flowing ports with poly-angle or 'canted' valves,<sup id="cite_ref-V8Workshop_3-2" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-Pantera_8-0" class="reference"><a href="#cite_note-Pantera-8"><span class="cite-bracket">[</span>8<span class="cite-bracket">]</span></a></sup> The 335-Series cylinder heads had freer flowing ports than the Ford Windsor V8s.<sup id="cite_ref-351CHeads_9-0" class="reference"><a href="#cite_note-351CHeads-9"><span class="cite-bracket">[</span>9<span class="cite-bracket">]</span></a></sup> </p><p>The 335-series engines used different cylinder heads for two and four barrel carburetors. The <b>2V</b> (two venturi) small port cylinder heads were used on 2-barrel engines while the <b>4V</b> (four venturi) large port cylinder heads were used on the 4-barrel engines.<sup id="cite_ref-CC_351C_4-6" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> While the 2Vs used the smaller port of the two, these ports and valves were significantly larger than Windsor engines.<sup id="cite_ref-351CHeads_9-1" class="reference"><a href="#cite_note-351CHeads-9"><span class="cite-bracket">[</span>9<span class="cite-bracket">]</span></a></sup> The 4V heads had enormous ports which flowed very well, in particular at higher valve lift. The 4V heads could out-flow Chevrolet Double Hump heads and Chrysler's high-performance 340 heads.<sup id="cite_ref-CC_351C_4-7" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> 2V heads still have excellent flow, and actually have slightly better flow than the 4V heads at lower valve lift values.<sup id="cite_ref-CC_351C_4-8" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p><p>In addition to the two port sizes, the 335 cylinder heads used two style of combustion chambers, an open or a closed "quench" chamber. Both combustion chambers are very shallow, due to the shallow valve angles. The combustion chambers are almost a very shallow hemispherical chamber, rather than a wedge shaped.<sup id="cite_ref-CC_351C_4-9" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> The closed chamber heads enclose the valves more closely, reducing combustion chamber volume, to increase the compression ratio. However, both designs have the same <a href="/wiki/Thermal_efficiency" title="Thermal efficiency">thermal efficiency</a> and resistance to detonation.<sup id="cite_ref-Pantera_8-1" class="reference"><a href="#cite_note-Pantera-8"><span class="cite-bracket">[</span>8<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-Pantera_8-2" class="reference"><a href="#cite_note-Pantera-8"><span class="cite-bracket">[</span>8<span class="cite-bracket">]</span></a></sup> However, the open chamber heads valves are less shrouded, which improves low lift airflow,<sup id="cite_ref-CC_351C_4-10" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> and they exhibit better emissions characteristics.<sup id="cite_ref-Cleveland_1-3" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Pantera_8-3" class="reference"><a href="#cite_note-Pantera-8"><span class="cite-bracket">[</span>8<span class="cite-bracket">]</span></a></sup> </p><p>Most 335 series engines used stamped rocker arms with cast fulcrums that made for a non-adjustable valve train. The rocker arm design was originally used by the Ford 385 series engines.<sup id="cite_ref-CC_351C_4-11" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> However, the Boss 351 and 351 HO had an adjustable valve train, using rocker arms mounted on screw-in studs and guide plates.<sup id="cite_ref-Cleveland_1-4" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-DIY_Ford_Valvetrain_10-0" class="reference"><a href="#cite_note-DIY_Ford_Valvetrain-10"><span class="cite-bracket">[</span>10<span class="cite-bracket">]</span></a></sup> </p><p>Prior to the release of the 351C, the 335 Series cylinder head was used on the <a href="/wiki/Ford_Boss_302_engine" title="Ford Boss 302 engine">Ford Boss 302 engine</a>.<sup id="cite_ref-CC_351C_4-12" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> The Boss 302 used a large port closed chamber 4V cylinder head which required minor modifications to make the cylinder heads work with the Windsor engine block.<sup id="cite_ref-Cleveland_1-5" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The Boss 302 version of the cylinder heads used small 58cc cambers and large 2.23" intake valves. The valves were later reduced to 2.19" as used on the 351C 4V cylinder heads.<sup id="cite_ref-CC_351C_4-13" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p> <table class="wikitable" align="center"> <caption><b>335 Series V8 engine cylinder heads</b><sup id="cite_ref-Cleveland_1-6" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-V8Workshop_3-3" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-351CHeads_9-2" class="reference"><a href="#cite_note-351CHeads-9"><span class="cite-bracket">[</span>9<span class="cite-bracket">]</span></a></sup> </caption> <tbody><tr> <th>Head type</th> <th>Chamber type</th> <th>Chamber volume</th> <th>Intake valve</th> <th>Exhaust valve</th> <th>Intake port</th> <th>Exhaust port</th> <th>Application </th></tr> <tr> <td>2V</td> <td>Open</td> <td>74.7 - 79.9cc</td> <td>2.04"</td> <td>1.65"</td> <td>2.02" x 1.65"</td> <td>1.84"x1.38"</td> <td>351C-2V, 351M, 400 </td></tr> <tr> <td>4V</td> <td>Closed</td> <td>61.3 - 64.3cc</td> <td>2.19"</td> <td>1.71"</td> <td>2.50" x 1.75"</td> <td>2.00"x1.74"</td> <td>1970 351C-4V </td></tr> <tr> <td>4V</td> <td>Closed</td> <td>64.6 - 67.6cc</td> <td>2.19"</td> <td>1.71"</td> <td>2.50" x 1.75"</td> <td>2.00"x1.74"</td> <td>1971 351C-4V </td></tr> <tr> <td>Boss 351</td> <td>Closed</td> <td>64.6 - 67.6cc</td> <td>2.19"</td> <td>1.71"</td> <td>2.50" x 1.75"</td> <td>2.00"x1.74"</td> <td>1971 Boss 351 </td></tr> <tr> <td>351C-CJ</td> <td>Open</td> <td>73.9 - 76.9cc</td> <td>2.19"</td> <td>1.71"</td> <td>2.50" x 1.75"</td> <td>2.00"x1.74"</td> <td>1971-72 351C-CJ </td></tr> <tr> <td>351C HO</td> <td>Open</td> <td>73.9 - 76.9cc</td> <td>2.19"</td> <td>1.71"</td> <td>2.50" x 1.75"</td> <td>2.00"x1.74"</td> <td>1972 351C HO </td></tr> <tr> <td>351C-CJ</td> <td>Open</td> <td>73.9 - 76.9cc</td> <td>2.04"</td> <td>1.65"</td> <td>2.50" x 1.75"</td> <td>2.00"x1.74"</td> <td>1973-74 351C-CJ </td></tr> <tr> <td>Australian 302C</td> <td>Closed</td> <td>56.4 - 59.4cc</td> <td>2.04"</td> <td>1.65"</td> <td>2.02" x 1.65"</td> <td>1.84"x1.38"</td> <td>302C </td></tr></tbody></table> <div class="mw-heading mw-heading2"><h2 id="351_Cleveland"><span class="anchor" id="Cleveland"></span> 351 Cleveland</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=5" title="Edit section: 351 Cleveland"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <div class="mw-heading mw-heading3"><h3 id="History">History</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=6" title="Edit section: History"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>The genesis of the "351 Cleveland" resulted from Ford's inability to produce enough of its new <a href="/wiki/Ford_small_block_engine" title="Ford small block engine">Ford small block engine</a>-based <a href="/wiki/Ford_Windsor_engine#351" class="mw-redirect" title="Ford Windsor engine">351 cu in</a> V8s at its Windsor Engine Plant #1 in Windsor, Ontario, Canada. Sales and marketing forecasts for the 1969 model year called for a second line, which was organized at Ford's Cleveland, Ohio, engine works. </p><p>At this time, it was also decided to upgrade the design of the new Cleveland manufactured 351s to improve performance.<sup id="cite_ref-Cleveland_1-7" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> Two cylinder-head designs were developed, one similar to the 351W, but with larger ports and valves, and the other with very large ports with canted intake and exhaust valves similar to the big-block <a href="/wiki/Ford_385_engine" title="Ford 385 engine">Ford 385 series V8</a>. Sales, marketing, and product planning favored the canted valve design, as it was viewed as more innovative.<sup id="cite_ref-Cleveland_1-8" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-CC_351C_4-14" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p><p>Other changes to the engine were related to ease of manufacture and improved reliability. This led to elimination of coolant flowing through a 'dry' intake manifold, a potential source of leaks and minimized 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 crossover 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.<sup id="cite_ref-Cleveland_1-9" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> These changes resulted in a bigger and heavier engine block than the Windsor V8s.<sup id="cite_ref-CC_351C_4-15" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> To help reduce costs the oil system was revised, as explained above. Although the 351W began as the basis for the 351C, by the time it reached production the design changes resulted in almost no parts interchanging between the two designs. The two engines, however, shared the same bore spacing, engine mounts and bell housing pattern. </p><p>The <b>351 Cleveland</b> began production in July 1969 for the 1970 model year.<sup id="cite_ref-CC_351C_4-16" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> Its actual displacement was 351.9 cubic inches (5,766 cc). A conventional two-barrel "2V" (two venturi) version and a four-barrel "4V" (four venturi) performance version were built. The 351C-2V was never marketed as a high-performance engine. It used the small port 2V cylinder heads with open combustion chambers to produce a more economical passenger car engine that was tuned more for low-rpm torque.<sup id="cite_ref-V8Workshop_3-4" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup> The 351C-4V was marketed as a high-performance engine, featuring the 4V large ports heads with closed "quench" combustion chambers. 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. 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,<sup id="cite_ref-V8Workshop_3-5" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup> however, all 335 series engines could be modified to have 4-bolt main bearing caps.<sup id="cite_ref-CC_351C_4-17" class="reference"><a href="#cite_note-CC_351C-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="H-code">H-code</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=7" title="Edit section: H-code"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <figure class="mw-halign-right" typeof="mw:File/Thumb"><a href="/wiki/File:1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG" class="mw-file-description"><img src="//upload.wikimedia.org/wikipedia/commons/thumb/d/d0/1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG/250px-1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG" decoding="async" width="250" height="188" class="mw-file-element" srcset="//upload.wikimedia.org/wikipedia/commons/thumb/d/d0/1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG/375px-1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/d/d0/1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG/500px-1973_Ford_Mustang_convertible_351-2V_Cleveland.JPG 2x" data-file-width="1024" data-file-height="768" /></a><figcaption>1973 H-code 2V 351 Cleveland</figcaption></figure> <p>The H-code 351 Cleveland engines were low performance engines with low compression and two-barrel carburetors. All H-code engines ran on regular grade fuel. Compression ratio was 9.5:1 in 1970 and progressively dropped annually until it reached it low point of 8.0:1 compression in 1973 and 1974.<sup id="cite_ref-CC_351C_pt2_11-0" class="reference"><a href="#cite_note-CC_351C_pt2-11"><span class="cite-bracket">[</span>11<span class="cite-bracket">]</span></a></sup> H-code 351s were equipped with a cast-iron crankshaft, two-bolt main bearing caps, forged-steel connecting rods, cast-aluminum pistons, non-adjustable valve train, and cast-iron intake and exhaust manifolds.<sup id="cite_ref-V-8_Data_Book_5-2" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> All H-code 351 Cleveland engines used the small port 2V heads with open combustion chambers.<sup id="cite_ref-Cleveland_1-10" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> These engines were produced from 1970 through 1974 and were used on a variety of Ford models, from pony-car to full-sized.<sup id="cite_ref-V-8_Data_Book_5-3" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> The 351W with a 2V carburetor was also produced during this time which also used the "H-code" designation. Both the 351W and 351C H-code had the same or very similar power ratings, and were used interchangeably when a car was built with the H-code engine option.<sup id="cite_ref-CC_351C_pt2_11-1" class="reference"><a href="#cite_note-CC_351C_pt2-11"><span class="cite-bracket">[</span>11<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Petersens_Big_Book_12-0" class="reference"><a href="#cite_note-Petersens_Big_Book-12"><span class="cite-bracket">[</span>12<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="M-code">M-code</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=8" title="Edit section: M-code"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>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.<sup id="cite_ref-V-8_Data_Book_5-4" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> These engines also included cast-aluminum flat-top pistons, stiffer valve springs, a high-performance hydraulic camshaft, and a squarebore <a href="/wiki/Autolite_4300_carburetor#4300A.2C_600_CFM_.281968-1974.29.5B1.5D" title="Autolite 4300 carburetor">Autolite 4300-A</a> carburetor.<sup id="cite_ref-Cleveland_1-11" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The 1970 engines had an advertised 11.0:1 compression ratio and were rated at 300 bhp (224 kW; 304 PS) at 5400 rpm. The 1971 version had a slightly lower advertised compression ratio of 10.7:1 due in part to the slightly larger combustion chambers, and the power rating dropped to 285 bhp (213 kW; 289 PS) at 5400 rpm.<sup id="cite_ref-V-8_Data_Book_5-5" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-CC_351C_pt2_11-2" class="reference"><a href="#cite_note-CC_351C_pt2-11"><span class="cite-bracket">[</span>11<span class="cite-bracket">]</span></a></sup> The M-code 351C required premium fuel and was available in the 1970-71 <a href="/wiki/Ford_Torino" title="Ford Torino">Ford Torino</a>, <a href="/wiki/Mercury_Montego" title="Mercury Montego">Mercury Montego</a>, <a href="/wiki/Ford_Mustang" title="Ford Mustang">Ford Mustang</a>, and <a href="/wiki/Mercury_Cougar" title="Mercury Cougar">Mercury Cougar</a>.<sup id="cite_ref-Petersens_Big_Book_12-1" class="reference"><a href="#cite_note-Petersens_Big_Book-12"><span class="cite-bracket">[</span>12<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-71_Mustang_Brochure_13-0" class="reference"><a href="#cite_note-71_Mustang_Brochure-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="1971_R-code_(Boss_351)"><span id="1971_R-code_.28Boss_351.29"></span><style data-mw-deduplicate="TemplateStyles:r1238216509">.mw-parser-output .vanchor>:target~.vanchor-text{background-color:#b1d2ff}@media screen{html.skin-theme-clientpref-night .mw-parser-output .vanchor>:target~.vanchor-text{background-color:#0f4dc9}}@media screen and (prefers-color-scheme:dark){html.skin-theme-clientpref-os .mw-parser-output .vanchor>:target~.vanchor-text{background-color:#0f4dc9}}</style><span class="vanchor"><span id="1971_R-code"></span><span class="vanchor-text">1971 R-code</span></span> (Boss 351)</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=9" title="Edit section: 1971 R-code (Boss 351)"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>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 <a href="/wiki/Autolite_4300_carburetor#4300D.2C_715_CFM_spreadbore_.281971-1974.29.5B1.5D" title="Autolite 4300 carburetor">Autolite model 4300-D</a> spreadbore carburetor, an aluminum intake manifold, solid lifters, dual-point distributor, a six-quart oil pan, and cast-aluminum valve covers.<sup id="cite_ref-Cleveland_1-12" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Hemmings_Mustang_14-0" class="reference"><a href="#cite_note-Hemmings_Mustang-14"><span class="cite-bracket">[</span>14<span class="cite-bracket">]</span></a></sup> <a href="/wiki/Forging" title="Forging">Forged</a> domed <a href="/wiki/Piston" title="Piston">pistons</a> gave an 11.1:1 advertised <a href="/wiki/Compression_ratio" title="Compression ratio">compression ratio</a> which made premium fuel necessary.<sup id="cite_ref-71_Mustang_Brochure_13-1" class="reference"><a href="#cite_note-71_Mustang_Brochure-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Boss_Registry_351C_15-0" class="reference"><a href="#cite_note-Boss_Registry_351C-15"><span class="cite-bracket">[</span>15<span class="cite-bracket">]</span></a></sup> It had four-bolt main bearing caps selected for hardness and a premium cast-iron <a href="/wiki/Crankshaft" title="Crankshaft">crankshaft</a> selected for hardness (90% <a href="/wiki/Nodular_iron" class="mw-redirect" title="Nodular iron">nodularity</a>).<sup id="cite_ref-Cleveland_1-13" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The <a href="/wiki/Cylinder_head" title="Cylinder head">cylinder head</a> was modified for better airflow, used screw-in studs with adjustable rocker arms, and except for the water passages and larger combustion chambers, were very similar to the heads used on the Boss 302.<sup id="cite_ref-V-8_Data_Book_5-6" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> The valve train used hardened and ground push rods with guide plates and single grove-hardened valve split locks.<sup id="cite_ref-Cleveland_1-14" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The forged <a href="/wiki/Connecting_rod" title="Connecting rod">connecting rods</a> were shot-peened and <a href="/wiki/Magnaflux" class="mw-redirect" title="Magnaflux">magnafluxed</a> for strength, and used improved durability 180,000 PSI 3/8-inch nuts and bolts.<sup id="cite_ref-Cleveland_1-15" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The R-code Boss 351 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, 591 of which are registered and accounted for on the Boss 351 Registry site.<sup id="cite_ref-Boss_Registry_16-0" class="reference"><a href="#cite_note-Boss_Registry-16"><span class="cite-bracket">[</span>16<span class="cite-bracket">]</span></a></sup> </p><p>The January 2010 issue of <a href="/wiki/Hot_Rod_(magazine)" title="Hot Rod (magazine)"><i>Hot Rod</i></a> 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 externally 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.<sup id="cite_ref-17" class="reference"><a href="#cite_note-17"><span class="cite-bracket">[</span>17<span class="cite-bracket">]</span></a></sup> A measurement of <a href="/wiki/Horsepower#SAE_net_power" title="Horsepower">SAE net</a> horsepower would be significantly lower, and represents a more realistic as-installed configuration with all engine accessories, air cleaner assembly, and automobile exhaust system. </p> <div class="mw-heading mw-heading3"><h3 id="1972_R-code_(351_HO)"><span id="1972_R-code_.28351_HO.29"></span><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238216509"><span class="vanchor"><span id="1972_R-code"></span><span class="vanchor-text">1972 R-code</span></span> (351 HO)</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=10" title="Edit section: 1972 R-code (351 HO)"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>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.<sup id="cite_ref-Cleveland_1-16" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-V-8_Data_Book_5-7" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> This resulted in a compression ratio decreased to 9.2:1 while the cleaner-burning open-chamber heads helped meet the new emissions regulations.<sup id="cite_ref-Cleveland_1-17" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The Ram Air option was no longer available. The engine otherwise remained unchanged from 1971. This engine produced 275 hp (205 kW) using the more realistic SAE net system and was only available in the 1972 Ford Mustang.<sup id="cite_ref-V-8_Data_Book_5-8" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> It was, however, now available in any body style or model of the Mustang, unlike the Boss 351.<sup class="noprint Inline-Template Template-Fact" style="white-space:nowrap;">[<i><a href="/wiki/Wikipedia:Citation_needed" title="Wikipedia:Citation needed"><span title="This claim needs references to reliable sources. (November 2022)">citation needed</span></a></i>]</sup> The 3.91 <a href="/w/index.php?title=Traction_Lok&action=edit&redlink=1" class="new" title="Traction Lok (page does not exist)">Traction Lok</a> rear and four speed were still the only available drivetrain.<sup class="noprint Inline-Template Template-Fact" style="white-space:nowrap;">[<i><a href="/wiki/Wikipedia:Citation_needed" title="Wikipedia:Citation needed"><span title="This claim needs references to reliable sources. (November 2022)">citation needed</span></a></i>]</sup> </p> <div class="mw-heading mw-heading3"><h3 id="Q-code_(351_Cobra-Jet)"><span id="Q-code_.28351_Cobra-Jet.29"></span><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238216509"><span class="vanchor"><span id="Q-code"></span><span class="vanchor-text">Q-code</span></span> (351 Cobra-Jet)</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=11" title="Edit section: Q-code (351 Cobra-Jet)"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>The Q-code 351 "Cobra-Jet" (also called 351-CJ, 351-4V) was produced from May 1971 through the 1974 model year. It was a lower-compression design that used open-chamber 4V heads.<sup id="cite_ref-V-8_Data_Book_5-9" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> The open-chamber heads exhibited superior emissions characteristics and were used to meet the more stringent emissions standards for 1972 and beyond.<sup id="cite_ref-Cleveland_1-18" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The "351 CJ" high-performance engine included a different intake manifold, high-lift, long-duration camshaft with hydraulic valve lifters, higher rate valve springs with dampers, a 715-CFM spread-bore 4300-D Motorcraft carburetor and a dual-point distributor (only with four-speed manual transmissions - not sold in California). The block was upgraded to four-bolt main bearing caps, and larger harmonic balancer was installed. These engines also featured induction-hardened exhaust seats for use with low-lead and unleaded gasoline.<sup id="cite_ref-V-8_Data_Book_5-10" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> This engine was different from the 1970-71 M-code 351C having a more aggressive camshaft, a spread-bore carburetor, a four-bolt block<sup id="cite_ref-Boss_Registry_351C_15-1" class="reference"><a href="#cite_note-Boss_Registry_351C-15"><span class="cite-bracket">[</span>15<span class="cite-bracket">]</span></a></sup> and the lower compression allowed regular fuel to be used.<sup id="cite_ref-1972_Torino_Brochure_18-0" class="reference"><a href="#cite_note-1972_Torino_Brochure-18"><span class="cite-bracket">[</span>18<span class="cite-bracket">]</span></a></sup> 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°.<sup id="cite_ref-Cleveland_1-19" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-V-8_Data_Book_5-11" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> An increase in the combustion chamber size and the use of smaller valves occurred in 1973,<sup id="cite_ref-Cleveland_1-20" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-V-8_Data_Book_5-12" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> 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 <a href="/wiki/Ford_Ranchero" title="Ford Ranchero">Ford Ranchero</a>, Ford Torino, Mercury Montego, and Mercury Cougar.<sup id="cite_ref-Hemmings_Mustang_14-1" class="reference"><a href="#cite_note-Hemmings_Mustang-14"><span class="cite-bracket">[</span>14<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="Replacement">Replacement</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=12" title="Edit section: Replacement"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>Production of the 351C ceased at the end of the 1974 model year. The engine was replaced by the <a href="#351M">351M</a> 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 and was only available with a 2 barrel carburetor. </p> <div class="mw-heading mw-heading3"><h3 id="351C_engine_specifications_chart">351C engine specifications chart</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=13" title="Edit section: 351C engine specifications chart"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <table class="wikitable" align="center"> <caption><i>351 Cleveland engines</i><sup id="cite_ref-Cleveland_1-21" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> </caption> <tbody><tr> <th>Code</th> <th>Engine type</th> <th>Years</th> <th>Compression</th> <th>Combustion Chamber</th> <th>Camshaft Duration</th> <th>Camshaft Lift</th> <th>Tappets</th> <th>Main Bearing Caps</th> <th>Notes </th></tr> <tr> <th>H </th> <td>351C-2V</td> <td>1970–1974</td> <td>Low</td> <td>Open Chamber</td> <td>258° I/266° E 32° overlap</td> <td>0.400" I/0.406" E</td> <td>Hydraulic</td> <td>2-bolt</td> <td> </td></tr> <tr> <th>M </th> <td>351C-4V</td> <td>1970–1971</td> <td>High</td> <td>Closed Chamber</td> <td>266° I/ 270° E 34° overlap</td> <td>0.427" I/0.427" E</td> <td>Hydraulic</td> <td>2-bolt</td> <td> </td></tr> <tr> <th>R </th> <td>351C-4V "<a href="/wiki/Ford_Boss_351_engine" class="mw-redirect" title="Ford Boss 351 engine">Boss 351</a>"</td> <td>1971</td> <td>High</td> <td>Closed Chamber</td> <td>290° I/ 290° E 58° overlap</td> <td>0.467" I/0.477 E</td> <td>Mechanical</td> <td>4-bolt</td> <td>Rare </td></tr> <tr> <th>R </th> <td>351C-4V HO</td> <td>1972</td> <td>Low</td> <td>Open Chamber</td> <td>275° I/ 275° E 35° overlap</td> <td>0.491" I/0.491" E</td> <td>Mechanical</td> <td>4-bolt</td> <td>Very rare<sup id="cite_ref-Hemmings_Mustang_14-2" class="reference"><a href="#cite_note-Hemmings_Mustang-14"><span class="cite-bracket">[</span>14<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-19" class="reference"><a href="#cite_note-19"><span class="cite-bracket">[</span>note 1<span class="cite-bracket">]</span></a></sup> </td></tr> <tr> <th>Q </th> <td>351C-4V CJ</td> <td>May 1971 – 1974</td> <td>Low</td> <td>Open chamber</td> <td>270° I/ 290° E 48° overlap</td> <td>0.480" I/0.488" E</td> <td>Hydraulic</td> <td>4-bolt</td> <td>cam timing retard 4° in 1972, compression reduced in 1973 </td></tr></tbody></table> <div class="mw-heading mw-heading2"><h2 id="400_and_351M">400 and 351M</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=14" title="Edit section: 400 and 351M"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <div class="mw-heading mw-heading3"><h3 id="400">400</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=15" title="Edit section: 400"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>By 1970 the 390 <a href="/wiki/Ford_FE_engine" title="Ford FE engine">V8 FE engine</a> 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 <a href="/wiki/Ford_FE_engine" title="Ford FE engine">V8 FE engine</a>, 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.<sup id="cite_ref-V-8_Data_Book_5-13" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Ford_Police_20-0" class="reference"><a href="#cite_note-Ford_Police-20"><span class="cite-bracket">[</span>19<span class="cite-bracket">]</span></a></sup> 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 smaller and lighter than the FE V8 Engines and the 385 Series Ford V8's.<sup id="cite_ref-bubba_history_21-0" class="reference"><a href="#cite_note-bubba_history-21"><span class="cite-bracket">[</span>20<span class="cite-bracket">]</span></a></sup> </p><p>The Ford <b>400</b> engine was based on the 351 Cleveland but had a half-inch longer stroke than the 351 Cleveland. The 400 had "<a href="/wiki/Stroke_ratio" title="Stroke ratio">square</a>" proportions, with a 4.0 in (102 mm) bore and stroke. Ford called the engine a "400" but in actuality it <a href="/wiki/Engine_displacement" title="Engine displacement">displaced</a> 402.1 cu in (6.6 L; 6,590 cc). To accommodate the longer stroke, Ford engineers increased the block deck height to 10.297 inches compared to the 351C's 9.206 inches.<sup id="cite_ref-V-8_Data_Book_5-14" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-CC_351C_pt2_11-3" class="reference"><a href="#cite_note-CC_351C_pt2-11"><span class="cite-bracket">[</span>11<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-Cleveland_1-22" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-V-8_Data_Book_5-15" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> 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. All 400s were low performance engines that ran on regular fuel and all used a 2-barrel carburetor, a cast-iron intake manifold, and small port 2V cylinder heads. A 1-year only option 400 had flat top pistons,in 1971.<sup id="cite_ref-CC_351C_pt2_11-4" class="reference"><a href="#cite_note-CC_351C_pt2-11"><span class="cite-bracket">[</span>11<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-V-8_Data_Book_5-16" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Bubba_22-0" class="reference"><a href="#cite_note-Bubba-22"><span class="cite-bracket">[</span>21<span class="cite-bracket">]</span></a></sup> </p><p>The 400 was designed as a high torque, low RPM engine that was a smaller, more efficient and lighter alternative for the big <a href="/wiki/Ford_385_engine" title="Ford 385 engine">Ford 385 engines</a>, the 429 and 460, for use in Ford's medium and large size cars. Weighing just 80% of a similar big-block,<sup id="cite_ref-23" class="reference"><a href="#cite_note-23"><span class="cite-bracket">[</span>22<span class="cite-bracket">]</span></a></sup> it was originally available in Ford's <a href="/wiki/Ford_Custom" title="Ford Custom">Custom</a>, <a href="/wiki/Ford_Galaxie" title="Ford Galaxie">Galaxie</a> and <a href="/wiki/Ford_LTD_(North_America)" class="mw-redirect" title="Ford LTD (North America)">LTD</a> lines, and in <a href="/wiki/Mercury_Monterey" title="Mercury Monterey">Mercury Monterey</a>, <a href="/wiki/Mercury_Marquis" title="Mercury Marquis">Marquis</a>, and <a href="/wiki/Mercury_Brougham" class="mw-redirect" title="Mercury Brougham">Brougham</a> for the 1971 model year. For 1972, it was also available in the <a href="/wiki/Ford_Torino" title="Ford Torino">Ford Torino</a>, <a href="/wiki/Mercury_Montego" title="Mercury Montego">Mercury Montego</a> and its variations through 1979. By the late 1970s it was also available in the <a href="/wiki/Ford_Thunderbird" title="Ford Thunderbird">Ford Thunderbird</a>, Ford F-series pickup trucks, the <a href="/wiki/Lincoln_Continental" title="Lincoln Continental">Lincoln Continental</a>, and <a href="/wiki/Lincoln_Continental_Mark_V" title="Lincoln Continental Mark V">Mark V</a>. </p><p>Unlike the 351C, almost all 400 blocks used the large <a href="/wiki/Bellhousing" class="mw-redirect" title="Bellhousing">bellhousing</a> bolt pattern used by the <a href="/wiki/Ford_385_engine" title="Ford 385 engine">385 family</a> big-block and were typically equipped with the higher torque-capacity <a href="/wiki/Ford_C6_transmission" title="Ford C6 transmission">C6 transmission</a>. 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.<sup id="cite_ref-24" class="reference"><a href="#cite_note-24"><span class="cite-bracket">[</span>23<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-25" class="reference"><a href="#cite_note-25"><span class="cite-bracket">[</span>24<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-Bubba_22-1" class="reference"><a href="#cite_note-Bubba-22"><span class="cite-bracket">[</span>21<span class="cite-bracket">]</span></a></sup> Changes to the cylinder heads for 1975 to add the <a href="/wiki/Thermactor" class="mw-redirect" title="Thermactor">Thermactor</a> emission system caused the exhaust port to be more restrictive than the earlier 1971-74 heads.<sup id="cite_ref-Bubba_22-2" class="reference"><a href="#cite_note-Bubba-22"><span class="cite-bracket">[</span>21<span class="cite-bracket">]</span></a></sup> The 400 was re-tuned by Ford in 1975 to use <a href="/wiki/Unleaded_gasoline" class="mw-redirect" title="Unleaded gasoline">unleaded gasoline</a> with the addition of catalytic converters to the exhaust system. An extra water jacket was added to the heads, along with further enlarging the combustion chamber to 80 cc.<sup class="noprint Inline-Template Template-Fact" style="white-space:nowrap;">[<i><a href="/wiki/Wikipedia:Citation_needed" title="Wikipedia:Citation needed"><span title="This claim needs references to reliable sources. (January 2023)">citation needed</span></a></i>]</sup> </p><p>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" to .080" compared to a 351-2V at 0.035" .<sup id="cite_ref-bubba_history_21-1" class="reference"><a href="#cite_note-bubba_history-21"><span class="cite-bracket">[</span>20<span class="cite-bracket">]</span></a></sup><sup id="cite_ref-Build_26-0" class="reference"><a href="#cite_note-Build-26"><span class="cite-bracket">[</span>25<span class="cite-bracket">]</span></a></sup> 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 led 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.<sup id="cite_ref-bubba_history_21-2" class="reference"><a href="#cite_note-bubba_history-21"><span class="cite-bracket">[</span>20<span class="cite-bracket">]</span></a></sup> </p><p>Today, an array of performance parts are becoming more available for the "M" engines, with a resurgence of popularity in the classic truck market. </p> <div class="mw-heading mw-heading3"><h3 id="351M">351M</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=16" title="Edit section: 351M"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <table class="wikitable" align="right"> <caption><i>Engine dimensions</i><sup id="cite_ref-Cleveland_1-23" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> </caption> <tbody><tr> <th></th> <th>351C</th> <th>400</th> <th>351M </th></tr> <tr> <th>Nominal main bearing size </th> <td>2.750 in (69.8 mm)</td> <td>3.000 in (76.2 mm)</td> <td>3.000 in (76.2 mm) </td></tr> <tr> <th>Rod length </th> <td>5.78 in (146.8 mm)</td> <td>6.58 in (167.1 mm)</td> <td>6.58 in (167.1 mm) </td></tr> <tr> <th>Rod-to-Stroke Ratio </th> <td>1.65:1</td> <td>1.65:1</td> <td>1.88:1 </td></tr> <tr> <th>Deck height </th> <td>9.206 in (233.8 mm)</td> <td>10.297 in (261.5 mm)</td> <td>10.297 in (261.5 mm) </td></tr></tbody></table> <p>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 installed a crankshaft with a shorter 3.5 in (89 mm) stroke 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.<sup id="cite_ref-V-8_Data_Book_5-17" class="reference"><a href="#cite_note-V-8_Data_Book-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-Cleveland_1-24" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> Other than pistons and crankshaft the 351M shared all of its major components with the 400, and it also used the large <a href="/wiki/Ford_385_engine" title="Ford 385 engine">385 Series</a> style bellhousing. The 351M was only ever equipped with a 2-barrel carburetor and open chamber small port 2V cylinder heads.<sup id="cite_ref-Bubba_22-3" class="reference"><a href="#cite_note-Bubba-22"><span class="cite-bracket">[</span>21<span class="cite-bracket">]</span></a></sup> </p><p>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<sup id="cite_ref-27" class="reference"><a href="#cite_note-27"><span class="cite-bracket">[</span>26<span class="cite-bracket">]</span></a></sup> until the introduction of the 7.3-liter "Godzilla" engine for the Super Duty trucks in model year 2020.<sup id="cite_ref-28" class="reference"><a href="#cite_note-28"><span class="cite-bracket">[</span>27<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="Light_truck_usage">Light truck usage</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=17" title="Edit section: Light truck usage"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>For the 1977 model year, Ford replaced its <a href="/wiki/Ford_FE_engine" title="Ford FE engine">FE</a> 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.<sup id="cite_ref-bubba_history_21-3" class="reference"><a href="#cite_note-bubba_history-21"><span class="cite-bracket">[</span>20<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="Block-cracking_problems">Block-cracking problems</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=18" title="Edit section: Block-cracking problems"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>The 400 V8s 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.<sup id="cite_ref-Bubba_22-4" class="reference"><a href="#cite_note-Bubba-22"><span class="cite-bracket">[</span>21<span class="cite-bracket">]</span></a></sup> 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 (potentially) caused by an internal coring problem when the blocks were cast, although others considered it to be normal freeze cracking. The result was horizontal cracks approximately 1" above the lifter bore.<sup id="cite_ref-Build_26-1" class="reference"><a href="#cite_note-Build-26"><span class="cite-bracket">[</span>25<span class="cite-bracket">]</span></a></sup> After March 2, 1977, the blocks cast at Michigan Casting Center did not have problems with cracking. </p> <div class="mw-heading mw-heading3"><h3 id="351M/400_identification_confusion"><span id="351M.2F400_identification_confusion"></span>351M/400 identification confusion</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=19" title="Edit section: 351M/400 identification confusion"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>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.<sup id="cite_ref-Bronco_29-0" class="reference"><a href="#cite_note-Bronco-29"><span class="cite-bracket">[</span>28<span class="cite-bracket">]</span></a></sup> Ford master part catalogs reference the engine as a Modified.<sup class="noprint Inline-Template Template-Fact" style="white-space:nowrap;">[<i><a href="/wiki/Wikipedia:Citation_needed" title="Wikipedia:Citation needed"><span title="This claim needs references to reliable sources. (June 2024)">citation needed</span></a></i>]</sup> </p><p>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." In the early 1970s before the 351M debuted, Ford referred to the 400 as the "400 Cleveland".<sup class="noprint Inline-Template Template-Fact" style="white-space:nowrap;">[<i><a href="/wiki/Wikipedia:Citation_needed" title="Wikipedia:Citation needed"><span title="This claim needs references to reliable sources. (January 2023)">citation needed</span></a></i>]</sup> </p> <div class="mw-heading mw-heading3"><h3 id="Replacement_2">Replacement</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=20" title="Edit section: Replacement"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>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 tightening <a href="/wiki/Corporate_Average_Fuel_Economy" class="mw-redirect" title="Corporate Average Fuel Economy">CAFE</a> 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 <a href="/wiki/Ford_Panther_platform" title="Ford Panther platform">Panther</a> 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. </p><p>In addition, there were difficulties adapting the M-block to the second generation of emissions controls. Unlike previous Ford engines, <a href="/wiki/Thermactor" class="mw-redirect" title="Thermactor">Thermactor</a> and <a href="/wiki/Exhaust_gas_recirculation" title="Exhaust gas recirculation">exhaust gas recirculation</a> features had already been built into the 351M and 400 engine, rendering adaptation to electronic feedback fuel/air systems difficult.<sup id="cite_ref-bubba_demise_30-0" class="reference"><a href="#cite_note-bubba_demise-30"><span class="cite-bracket">[</span>29<span class="cite-bracket">]</span></a></sup> One requirement of the second-generation equipment was an oxygen (O<sub>2</sub>) 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 O<sub>2</sub> sensor to go. </p> <div class="mw-heading mw-heading2"><h2 id="302_and_351_Cleveland_(Australia)"><span id="302_and_351_Cleveland_.28Australia.29"></span><span class="anchor" id="Australia"></span> 302 and 351 Cleveland (Australia)</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=21" title="Edit section: 302 and 351 Cleveland (Australia)"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <dl><dd><i>Note that there was also a <a href="/wiki/Ford_small_block_engine#302" title="Ford small block engine">302 "small block"</a></i></dd></dl> <div class="mw-heading mw-heading3"><h3 id="History_2">History</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=22" title="Edit section: History"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>During the 1969 Model year, Ford of Australia imported approximately 17,000 <a href="/wiki/Ford_Windsor_engine#302" class="mw-redirect" title="Ford Windsor engine">302 Windsor</a> and <a href="/wiki/Ford_Windsor_engine#351" class="mw-redirect" title="Ford Windsor engine">351 Windsor</a> 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.<sup id="cite_ref-Cleveland_1-25" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> </p><p>In November 1971, Ford of Australia began to manufacture the 335-series V8 locally at the Geelong engine plant. 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 imported from the US, 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 <a href="/wiki/Ghia" class="mw-redirect" title="Ghia">Ghia</a> ESP sedan, <a href="/wiki/Vehicle_Identification_Number" class="mw-redirect" title="Vehicle Identification Number">Vehicle Identification Number</a> JG32AR33633K built on 25 November 1982.<sup id="cite_ref-Cleveland_1-26" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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 <a href="/wiki/De_Tomaso" title="De Tomaso">De Tomaso</a> in Italy for the <a href="/wiki/De_Tomaso_Pantera" title="De Tomaso Pantera">Pantera</a>, <a href="/wiki/De_Tomaso_Longchamp" title="De Tomaso Longchamp">Longchamp</a>, and <a href="/wiki/De_Tomaso_Deauville" title="De Tomaso Deauville">Deauville</a> cars after American supplies 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; 355 hp).<sup id="cite_ref-AK87_31-0" class="reference"><a href="#cite_note-AK87-31"><span class="cite-bracket">[</span>30<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="302_Cleveland">302 Cleveland</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=23" title="Edit section: 302 Cleveland"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <figure class="mw-default-size mw-halign-right" typeof="mw:File/Thumb"><a href="/wiki/File:302_Cleveland_Engine_Crankshaft.jpg" class="mw-file-description"><img src="//upload.wikimedia.org/wikipedia/commons/thumb/d/df/302_Cleveland_Engine_Crankshaft.jpg/220px-302_Cleveland_Engine_Crankshaft.jpg" decoding="async" width="220" height="391" class="mw-file-element" srcset="//upload.wikimedia.org/wikipedia/commons/thumb/d/df/302_Cleveland_Engine_Crankshaft.jpg/330px-302_Cleveland_Engine_Crankshaft.jpg 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/d/df/302_Cleveland_Engine_Crankshaft.jpg/440px-302_Cleveland_Engine_Crankshaft.jpg 2x" data-file-width="1836" data-file-height="3264" /></a><figcaption>An Australian factory-forged 302 Cleveland crankshaft in-situ. The number "302" confirms its intended displacement.</figcaption></figure> <p>In November 1971, Ford of Australia began to manufacture the 301.6 cu in (4.9 L; 4,942 cc) 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 is estimated that only ten percent of Australian Cleveland V8 production was the 302C.<sup id="cite_ref-Cleveland_1-27" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> The 302C was created by using the 351C block with 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, making it the highest ratio of the 335 series V8s.<sup id="cite_ref-Cleveland_1-28" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> 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.<sup id="cite_ref-V8Workshop_3-6" class="reference"><a href="#cite_note-V8Workshop-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup> </p><p>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.<sup id="cite_ref-32" class="reference"><a href="#cite_note-32"><span class="cite-bracket">[</span>31<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="351_Cleveland_2">351 Cleveland</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=24" title="Edit section: 351 Cleveland"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>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 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.<sup id="cite_ref-Cleveland_1-29" class="reference"><a href="#cite_note-Cleveland-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> No 351C built in Australia used the large port cylinder heads or closed chamber combustion chambers like the US built 351C-4V engines. </p><p>Ford Australia built a quantity of <a href="/wiki/Main_bearing#Bearing_caps" title="Main bearing">4-bolt</a> 5.8 litre engines — similar to those used in <a href="/wiki/NASCAR" title="NASCAR">NASCAR</a> at the time — for race purposes in Australia. When the engine's local racing career ended at the end of 1984, the surplus stock was shipped and sold in the United States for use in the <a href="/wiki/De_Tomaso_Pantera" title="De Tomaso Pantera">De Tomaso Pantera</a>, as Detroit no longer offered the 351 Cleveland engine.<sup id="cite_ref-33" class="reference"><a href="#cite_note-33"><span class="cite-bracket">[</span>32<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading2"><h2 id="See_also">See also</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=25" title="Edit section: See also"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <ul><li><a href="/wiki/Ford_385_engine" title="Ford 385 engine">Ford 385 engine</a></li> <li><a href="/wiki/List_of_Ford_engines" title="List of Ford engines">List of Ford engines</a></li></ul> <div class="mw-heading mw-heading2"><h2 id="Notes">Notes</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=26" title="Edit section: Notes"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <style data-mw-deduplicate="TemplateStyles:r1239543626">.mw-parser-output .reflist{margin-bottom:0.5em;list-style-type:decimal}@media screen{.mw-parser-output .reflist{font-size:90%}}.mw-parser-output .reflist .references{font-size:100%;margin-bottom:0;list-style-type:inherit}.mw-parser-output .reflist-columns-2{column-width:30em}.mw-parser-output .reflist-columns-3{column-width:25em}.mw-parser-output .reflist-columns{margin-top:0.3em}.mw-parser-output .reflist-columns ol{margin-top:0}.mw-parser-output .reflist-columns li{page-break-inside:avoid;break-inside:avoid-column}.mw-parser-output .reflist-upper-alpha{list-style-type:upper-alpha}.mw-parser-output .reflist-upper-roman{list-style-type:upper-roman}.mw-parser-output .reflist-lower-alpha{list-style-type:lower-alpha}.mw-parser-output .reflist-lower-greek{list-style-type:lower-greek}.mw-parser-output .reflist-lower-roman{list-style-type:lower-roman}</style><div class="reflist"> <div class="mw-references-wrap"><ol class="references"> <li id="cite_note-19"><span class="mw-cite-backlink"><b><a href="#cite_ref-19">^</a></b></span> <span class="reference-text">Only 398 Ford Mustangs with the 351C HO engine were produced, according to production data from Ford.</span> </li> </ol></div></div> <div class="mw-heading mw-heading2"><h2 id="References">References</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Ford_335_engine&action=edit&section=27" title="Edit section: References"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1239543626"><div class="reflist"> <div class="mw-references-wrap mw-references-columns"><ol class="references"> <li id="cite_note-Cleveland-1"><span class="mw-cite-backlink">^ <a href="#cite_ref-Cleveland_1-0"><sup><i><b>a</b></i></sup></a> <a href="#cite_ref-Cleveland_1-1"><sup><i><b>b</b></i></sup></a> <a href="#cite_ref-Cleveland_1-2"><sup><i><b>c</b></i></sup></a> <a href="#cite_ref-Cleveland_1-3"><sup><i><b>d</b></i></sup></a> <a href="#cite_ref-Cleveland_1-4"><sup><i><b>e</b></i></sup></a> <a href="#cite_ref-Cleveland_1-5"><sup><i><b>f</b></i></sup></a> <a href="#cite_ref-Cleveland_1-6"><sup><i><b>g</b></i></sup></a> <a href="#cite_ref-Cleveland_1-7"><sup><i><b>h</b></i></sup></a> <a href="#cite_ref-Cleveland_1-8"><sup><i><b>i</b></i></sup></a> <a href="#cite_ref-Cleveland_1-9"><sup><i><b>j</b></i></sup></a> <a href="#cite_ref-Cleveland_1-10"><sup><i><b>k</b></i></sup></a> <a href="#cite_ref-Cleveland_1-11"><sup><i><b>l</b></i></sup></a> <a href="#cite_ref-Cleveland_1-12"><sup><i><b>m</b></i></sup></a> <a href="#cite_ref-Cleveland_1-13"><sup><i><b>n</b></i></sup></a> <a href="#cite_ref-Cleveland_1-14"><sup><i><b>o</b></i></sup></a> <a href="#cite_ref-Cleveland_1-15"><sup><i><b>p</b></i></sup></a> <a href="#cite_ref-Cleveland_1-16"><sup><i><b>q</b></i></sup></a> <a href="#cite_ref-Cleveland_1-17"><sup><i><b>r</b></i></sup></a> <a href="#cite_ref-Cleveland_1-18"><sup><i><b>s</b></i></sup></a> <a href="#cite_ref-Cleveland_1-19"><sup><i><b>t</b></i></sup></a> <a href="#cite_ref-Cleveland_1-20"><sup><i><b>u</b></i></sup></a> <a href="#cite_ref-Cleveland_1-21"><sup><i><b>v</b></i></sup></a> <a href="#cite_ref-Cleveland_1-22"><sup><i><b>w</b></i></sup></a> <a href="#cite_ref-Cleveland_1-23"><sup><i><b>x</b></i></sup></a> <a href="#cite_ref-Cleveland_1-24"><sup><i><b>y</b></i></sup></a> <a href="#cite_ref-Cleveland_1-25"><sup><i><b>z</b></i></sup></a> <a href="#cite_ref-Cleveland_1-26"><sup><i><b>aa</b></i></sup></a> <a href="#cite_ref-Cleveland_1-27"><sup><i><b>ab</b></i></sup></a> <a href="#cite_ref-Cleveland_1-28"><sup><i><b>ac</b></i></sup></a> <a href="#cite_ref-Cleveland_1-29"><sup><i><b>ad</b></i></sup></a></span> <span class="reference-text"><style data-mw-deduplicate="TemplateStyles:r1238218222">.mw-parser-output cite.citation{font-style:inherit;word-wrap:break-word}.mw-parser-output .citation q{quotes:"\"""\"""'""'"}.mw-parser-output .citation:target{background-color:rgba(0,127,255,0.133)}.mw-parser-output .id-lock-free.id-lock-free a{background:url("//upload.wikimedia.org/wikipedia/commons/6/65/Lock-green.svg")right 0.1em center/9px no-repeat}.mw-parser-output .id-lock-limited.id-lock-limited a,.mw-parser-output .id-lock-registration.id-lock-registration a{background:url("//upload.wikimedia.org/wikipedia/commons/d/d6/Lock-gray-alt-2.svg")right 0.1em center/9px no-repeat}.mw-parser-output .id-lock-subscription.id-lock-subscription a{background:url("//upload.wikimedia.org/wikipedia/commons/a/aa/Lock-red-alt-2.svg")right 0.1em center/9px no-repeat}.mw-parser-output .cs1-ws-icon a{background:url("//upload.wikimedia.org/wikipedia/commons/4/4c/Wikisource-logo.svg")right 0.1em center/12px no-repeat}body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-free a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-limited a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-registration a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-subscription a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .cs1-ws-icon a{background-size:contain;padding:0 1em 0 0}.mw-parser-output .cs1-code{color:inherit;background:inherit;border:none;padding:inherit}.mw-parser-output .cs1-hidden-error{display:none;color:var(--color-error,#d33)}.mw-parser-output .cs1-visible-error{color:var(--color-error,#d33)}.mw-parser-output .cs1-maint{display:none;color:#085;margin-left:0.3em}.mw-parser-output .cs1-kern-left{padding-left:0.2em}.mw-parser-output .cs1-kern-right{padding-right:0.2em}.mw-parser-output .citation .mw-selflink{font-weight:inherit}@media screen{.mw-parser-output .cs1-format{font-size:95%}html.skin-theme-clientpref-night .mw-parser-output .cs1-maint{color:#18911f}}@media screen and (prefers-color-scheme:dark){html.skin-theme-clientpref-os .mw-parser-output .cs1-maint{color:#18911f}}</style><cite id="CITEREFHammill2011" class="citation book cs1">Hammill, Des (Sep 2011). <i>Ford Cleveland</i>. Dorset England: Veloce Publishing.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=Ford+Cleveland&rft.place=Dorset+England&rft.pub=Veloce+Publishing&rft.date=2011-09&rft.aulast=Hammill&rft.aufirst=Des&rfr_id=info%3Asid%2Fen.wikipedia.org%3AFord+335+engine" class="Z3988"></span></span> </li> <li id="cite_note-2"><span class="mw-cite-backlink"><b><a href="#cite_ref-2">^</a></b></span> <span class="reference-text"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222"><cite id="CITEREFSchoenberger2012" class="citation news cs1">Schoenberger, Robert (3 May 2012). <a rel="nofollow" class="external text" href="http://www.cleveland.com/business/index.ssf/2012/05/ford_to_close_cleveland_engine.html">"Ford to close Cleveland Engine Plant No. 2, home of the iconic '351 Cleveland' engine"</a>. <i>The (Cleveland) Plain Dealer</i><span class="reference-accessdate">. Retrieved <span class="nowrap">4 May</span> 2012</span>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Ajournal&rft.genre=article&rft.jtitle=The+%28Cleveland%29+Plain+Dealer&rft.atitle=Ford+to+close+Cleveland+Engine+Plant+No.+2%2C+home+of+the+iconic+%27351+Cleveland%27+engine&rft.date=2012-05-03&rft.aulast=Schoenberger&rft.aufirst=Robert&rft_id=http%3A%2F%2Fwww.cleveland.com%2Fbusiness%2Findex.ssf%2F2012%2F05%2Fford_to_close_cleveland_engine.html&rfr_id=info%3Asid%2Fen.wikipedia.org%3AFord+335+engine" class="Z3988"></span></span> </li> <li id="cite_note-V8Workshop-3"><span class="mw-cite-backlink">^ <a href="#cite_ref-V8Workshop_3-0"><sup><i><b>a</b></i></sup></a> <a href="#cite_ref-V8Workshop_3-1"><sup><i><b>b</b></i></sup></a> <a href="#cite_ref-V8Workshop_3-2"><sup><i><b>c</b></i></sup></a> <a href="#cite_ref-V8Workshop_3-3"><sup><i><b>d</b></i></sup></a> <a href="#cite_ref-V8Workshop_3-4"><sup><i><b>e</b></i></sup></a> <a href="#cite_ref-V8Workshop_3-5"><sup><i><b>f</b></i></sup></a> <a href="#cite_ref-V8Workshop_3-6"><sup><i><b>g</b></i></sup></a></span> <span class="reference-text"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222"><cite class="citation web cs1"><a rel="nofollow" class="external text" href="https://web.archive.org/web/20140617183648/http://www.wrljet.com/fordv8/cleveland.html">"The Ford V-8 Engine Workshop"</a>. Archived from <a rel="nofollow" class="external text" href="http://www.wrljet.com/fordv8/cleveland.html">the original</a> on 17 June 2014<span class="reference-accessdate">. Retrieved <span class="nowrap">22 May</span> 2014</span>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=unknown&rft.btitle=The+Ford+V-8+Engine+Workshop&rft_id=http%3A%2F%2Fwww.wrljet.com%2Ffordv8%2Fcleveland.html&rfr_id=info%3Asid%2Fen.wikipedia.org%3AFord+335+engine" class="Z3988"></span></span> </li> <li id="cite_note-CC_351C-4"><span class="mw-cite-backlink">^ <a href="#cite_ref-CC_351C_4-0"><sup><i><b>a</b></i></sup></a> <a href="#cite_ref-CC_351C_4-1"><sup><i><b>b</b></i></sup></a> <a href="#cite_ref-CC_351C_4-2"><sup><i><b>c</b></i></sup></a> <a href="#cite_ref-CC_351C_4-3"><sup><i><b>d</b></i></sup></a> <a href="#cite_ref-CC_351C_4-4"><sup><i><b>e</b></i></sup></a> <a href="#cite_ref-CC_351C_4-5"><sup><i><b>f</b></i></sup></a> <a href="#cite_ref-CC_351C_4-6"><sup><i><b>g</b></i></sup></a> <a href="#cite_ref-CC_351C_4-7"><sup><i><b>h</b></i></sup></a> <a href="#cite_ref-CC_351C_4-8"><sup><i><b>i</b></i></sup></a> <a href="#cite_ref-CC_351C_4-9"><sup><i><b>j</b></i></sup></a> <a href="#cite_ref-CC_351C_4-10"><sup><i><b>k</b></i></sup></a> <a href="#cite_ref-CC_351C_4-11"><sup><i><b>l</b></i></sup></a> <a href="#cite_ref-CC_351C_4-12"><sup><i><b>m</b></i></sup></a> <a href="#cite_ref-CC_351C_4-13"><sup><i><b>n</b></i></sup></a> <a href="#cite_ref-CC_351C_4-14"><sup><i><b>o</b></i></sup></a> <a href="#cite_ref-CC_351C_4-15"><sup><i><b>p</b></i></sup></a> <a href="#cite_ref-CC_351C_4-16"><sup><i><b>q</b></i></sup></a> <a href="#cite_ref-CC_351C_4-17"><sup><i><b>r</b></i></sup></a></span> <span class="reference-text"><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222"><cite class="citation web cs1"><a rel="nofollow" class="external text" href="https://www.curbsideclassic.com/blog/engines/the-ford-335-series-engines-it-couldve-been-a-contender-part-1/">"The Ford 335 Series V8 Engines (351C, 400, 351M) – It Could've Been a Contender"</a>. <i>Curbside Classic</i>. 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href="https://web.archive.org/web/20040416224708/http://home.earthlink.net/~bubbaf250/index.html">M-Block Ford V8 Workshop</a></li></ul> <div class="navbox-styles"><style data-mw-deduplicate="TemplateStyles:r1129693374">.mw-parser-output .hlist dl,.mw-parser-output .hlist ol,.mw-parser-output .hlist ul{margin:0;padding:0}.mw-parser-output .hlist dd,.mw-parser-output .hlist dt,.mw-parser-output .hlist li{margin:0;display:inline}.mw-parser-output .hlist.inline,.mw-parser-output .hlist.inline dl,.mw-parser-output .hlist.inline ol,.mw-parser-output .hlist.inline ul,.mw-parser-output .hlist dl dl,.mw-parser-output .hlist dl ol,.mw-parser-output .hlist dl ul,.mw-parser-output .hlist ol dl,.mw-parser-output .hlist ol ol,.mw-parser-output .hlist ol ul,.mw-parser-output .hlist ul dl,.mw-parser-output .hlist ul ol,.mw-parser-output .hlist ul ul{display:inline}.mw-parser-output .hlist .mw-empty-li{display:none}.mw-parser-output .hlist dt::after{content:": "}.mw-parser-output .hlist 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template">e</abbr></a></li></ul></div><div id="Ford_Motor_Company_engine_timeline,_North_American_market,_1950s–1970s_—_Next_»" style="font-size:114%;margin:0 4em"><a href="/wiki/Ford_Motor_Company" title="Ford Motor Company">Ford Motor Company</a> engine timeline, North American market, 1950s–1970s — <a href="/wiki/Template:Ford_engine_timeline" title="Template:Ford engine timeline">Next »</a></div></th></tr><tr><td colspan="2" class="navbox-list navbox-odd" style="width:100%;padding:0;border-width:0;"><div style="padding:0"> <table style="width:100%" class="wraplinks"> <tbody><tr> <td rowspan="2" width="10%" style="background-color:#F0F0F4"><b>Type</b> </td> <td colspan="10" width="30%" style="background-color:#F0F0F4">1950s </td> <td colspan="10" width="30%" style="background-color:#F0F0F4">1960s </td> <td colspan="10" width="30%" style="background-color:#F0F0F4">1970s </td></tr> <tr style="background-color:#F0F0F0;"> <td width="3%">0</td> <td width="3%">1</td> <td width="3%">2</td> <td width="3%">3</td> <td width="3%">4</td> <td width="3%">5</td> <td width="3%">6</td> <td width="3%">7</td> <td width="3%">8</td> <td width="3%">9 </td> <td width="3%">0</td> <td width="3%">1</td> <td width="3%">2</td> <td width="3%">3</td> <td width="3%">4</td> <td width="3%">5</td> <td width="3%">6</td> <td width="3%">7</td> <td width="3%">8</td> <td width="3%">9 </td> <td width="3%">0</td> <td width="3%">1</td> <td width="3%">2</td> <td width="3%">3</td> <td width="3%">4</td> <td width="3%">5</td> <td width="3%">6</td> <td width="3%">7</td> <td width="3%">8</td> <td width="3%">9 </td></tr> <tr> <td rowspan="2" style="background-color:#F0F0F0"><a href="/wiki/Inline-four_engine" class="mw-redirect" title="Inline-four engine">4-cylinder engines</a> </td> <td colspan="9" style="background-color:#E0E0E0"> </td> <td colspan="21" style="background-color:#C0C0C0"><a href="/wiki/Ford_Kent_engine" title="Ford Kent engine">Ford Kent engine</a> </td></tr> <tr> <td colspan="10" style="background-color:#E0E0E0"> </td> <td colspan="10" style="background-color:#E0E0E0"> </td> <td colspan="1" style="background-color:#E0E0E0"> </td> <td colspan="9" style="background-color:#C0C0C0"><a href="/wiki/Ford_Pinto_engine" title="Ford Pinto engine">Ford Pinto engine</a> </td></tr> <tr> <td rowspan="2" style="background-color:#F0F0F0"><a href="/wiki/Straight-six_engine" title="Straight-six engine">I6 engines</a> </td> <td colspan="4" style="background-color:#C0C0C0"><a href="/wiki/Ford_Straight-6_engine#First_generation" class="mw-redirect" title="Ford Straight-6 engine">Flathead I6</a> </td> <td colspan="6" style="background-color:#E0E0E0"> </td> <td colspan="20" style="background-color:#C0C0C0"><a href="/wiki/Ford_Straight-6_engine#Third_generation" class="mw-redirect" title="Ford Straight-6 engine">Thriftpower I6</a> </td></tr> <tr> <td colspan="2" style="background-color:#E0E0E0"> </td> <td colspan="13" style="background-color:#C0C0C0"><a href="/wiki/Ford_Straight-6_engine#Second_generation" class="mw-redirect" title="Ford Straight-6 engine">Mileage Maker I6</a> </td> <td colspan="15" style="background-color:#C0C0C0"><a href="/wiki/Ford_Straight-6_engine#Fourth_generation" class="mw-redirect" title="Ford Straight-6 engine">Truck I6</a> </td></tr> <tr> <td rowspan="1" style="background-color:#F0F0F0"><a href="/wiki/V6_engine" title="V6 engine">V6 engines</a> </td> <td colspan="10" style="background-color:#E0E0E0"> </td> <td colspan="10" style="background-color:#E0E0E0"> </td> <td colspan="4" style="background-color:#E0E0E0"> </td> <td colspan="6" style="background-color:#C0C0C0"><a href="/wiki/Ford_Cologne_V6_engine" title="Ford Cologne V6 engine">Cologne V6</a> </td></tr> <tr> <td rowspan="3" style="background-color:#F0F0F0"><a href="/wiki/V8_engine" title="V8 engine">Small block V8</a> </td> <td colspan="4" style="background-color:#C0C0C0"><a href="/wiki/Ford_flathead_V8_engine" title="Ford flathead V8 engine">Flathead V8</a> </td> <td colspan="11" style="background-color:#C0C0C0"><a href="/wiki/Ford_Y-block_engine" title="Ford Y-block engine">Ford Y-block</a> </td> <td colspan="15" style="background-color:#E0E0E0"> </td></tr> <tr> <td colspan="12" style="background-color:#E0E0E0"> </td> <td colspan="18" style="background-color:#C0C0C0"><a href="/wiki/Ford_small_block_engine" title="Ford small block engine">Windsor V8</a> </td></tr> <tr> <td colspan="19" style="background-color:#E0E0E0"> </td> <td colspan="11" style="background-color:#C0C0C0"><a class="mw-selflink selflink">Cleveland V8</a> </td></tr> <tr> <td rowspan="2" style="background-color:#F0F0F0"><a href="/wiki/V8_engine" title="V8 engine">Medium block V8</a> </td> <td colspan="2" style="background-color:#E0E0E0"> </td> <td colspan="12" style="background-color:#C0C0C0"><a href="/wiki/Lincoln_Y-block_V8_engine" title="Lincoln Y-block V8 engine">Lincoln Y-Block</a> </td> <td colspan="6" style="background-color:#E0E0E0"> </td> <td colspan="10" style="background-color:#E0E0E0"> </td></tr> <tr> <td colspan="8" style="background-color:#E0E0E0"> </td> <td colspan="19" style="background-color:#C0C0C0"><a href="/wiki/Ford_FE_engine" title="Ford FE engine">Ford FE engine</a> </td> <td colspan="3" style="background-color:#E0E0E0"> </td></tr> <tr> <td rowspan="2" style="background-color:#F0F0F0"><a href="/wiki/V8_engine" title="V8 engine">Big block V8</a> </td> <td colspan="8" style="background-color:#E0E0E0"> </td> <td colspan="10" style="background-color:#C0C0C0"><a href="/wiki/Ford_MEL_engine" title="Ford MEL engine">MEL V8</a> </td> <td colspan="12" style="background-color:#C0C0C0"><a href="/wiki/Ford_385_engine" title="Ford 385 engine">Ford 385 engine</a> </td></tr> <tr> <td colspan="8" style="background-color:#E0E0E0"> </td> <td colspan="22" style="background-color:#C0C0C0"><a href="/wiki/Ford_Super_Duty_engine" title="Ford Super Duty engine">Super Duty V8</a> </td></tr></tbody></table> </div></td></tr></tbody></table></div>    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