I thought that one could have been excuted a little cleaner. If you think that one is sexy, you'll love these! You'll notice that not all are in Mavericks, some are in 65 Stangs. I have saved those pics too though because the engine bays are the same width tower to tower AND those Stangs use the same headers for the swap as a Mav. So to see a C in a 65 Stang is pretty much identical to looking at one in a Mav.
Drool.... Makes me want to put a 351 in mine, but I have almost everything for my 302 now. And i just got headers for the 302.
Hey Jim, Did you ever find out what years and types of 351s are available? Just curious... IMO the earlier engines are best... 69-73 for the W, or 70 for the C.
The Cleveland exhaust face on the heads is at a 45* angle to the ground. The 302/351W is nearly vertical to the ground. The hard part about the bolts on a Cleveland exhaust is you almost have to access all from under the car, unless you shave the towers. I consider that a must with any of the three. It was the first thing I did on mine after I pulled the 302 out. And after installing the 331 and the headers, it was the best investment I made in this car.
Thanks for all the great info. I did not realize that you could not have a 4 speed behind the 351, and only a floor shift automatic. I had planned on installing a toploader behind the 351, so I guess it's back to finding a 302 for the car. I am also not crazy about cutting the shock towers. Too traditional, I guess. I am not planning on racing, anyway, so I guess a 302 would make more sense for my application. A 351 would have been eye candy, anyway. Again, thanks for the advice. Jim
There's no reason you cannot use a manual trans behind a Cleveland in a Maverick. I think you misunderstood ratio411's post. He said it wasn't possible with the stock manifolds. Nothing said there about headers and a 4 speed. If it can be done in a 65-66 Stang or any other shock tower equpped Ford/Merc, it can be done in a Maverick. Some day when I'm done with my V8 Ranger, the Toploader 4 speed in it, will find a new home in my 77 Comet. I've no doubt it'll fit behind the 331 and with the Hedman long tube headers. Ditto for a Cleveland in front of it too.
Yeah, I meant that a manual tranny wouldn't fit with the stock manifolds. This is assuming that you would use the stock clutch linkage too. If you went with a cable clutch, or hydraulic set up, you could use the manual tranny. The problem with the stock manifolds on a Cleveland is the driver side exit is right at the Maverick Z-bar. I suppose the Fords that came with Clevelands had more room so the equalizer wasn't cramped. Our equalizer bar is a tight fit from day one. That said, there are more than one style of manifold. There might be one out there that works and I just never had it to try. The ones I had all exited the same on that side. The passenger sides are very different though, from model to model. I think I ended up using a 70 Stang passenger side... or was it a Torino
Where did you find this out? I have always gone for the 70s because of the higher nodularity and they were supposed to be the thickest. I know the nodularity is true, but the thickness part was heresay. I also know that the non-Boss 4 bolt main 351s, aka Cobra Jet, were the thinnest. I read an old Super Ford article where they sonic tested every Cleveland in sight and the CJs were all paper thin. IIRC, the article said to pick up a Boss block (I guess they were on every corner then) or get a 70 block and convert to 4 bolt.
I have my blocks sonic checked, my bored .030 to .040 over 72 blocks have been thicker than stock blocks after boring.
In that case, anyone want a 72 Cleveland ?????? I got one to sell.........................std bore--std crank..................never been apart since it left Ford................
