Rebuilding a Ford 351 Cleveland

Part 5: New Parts for the Ford 351C!

Now let's take a look at some pretty new stuff for the Cleveland. - Matt Hannes

Machined Crankshaft. Here's my stock 351C crank back from the machine shop. Main journals and rod journals were turned 0.010" down and polished to remove a few minor scratches. A previous rebuilder had already chamfered the oil holes on this crank, so no other work was necessary.

Crank code. Most 4V Clevelands got the 4MA crank with high nodularity. Here we see the 4MA stamp on mine.

The block is back! Fresh from the machine shop, here's the prepped cylinder block. The block was hot-tanked and thoroughly cleaned. Next, cylinders were lightly honed. Luckily my cylinder walls were in excellent condition, so no over-boring was required. We left it at the 4.020" nominal bore that the previous rebuilder had performed. New cam bearings were installed along with fresh freeze plugs and oil galley plugs.

Bottom view of the "fresh" block. Here we see the bottom end of the 4-bolt main Cleveland block just begging for some bearings and a crank to be installed.

New pistons and rings! Since I'm switching to the high-compression quench heads, my current domed pistons aren't going to work. So I ordered a set of new Keith Black 177 flat-top hypereutectic pistons and a set of Speed Pro (Federal Mogul) rings.

New valvetrain stuff! Billet roller camshaft, hydraulic roller lifters, and roller rockers - all from CompCams. The cam is a CompCams 290HR grind on a 32-000-9 billet core.

Here are the new hydraulic roller lifters. These are CompCams part 8931-16. They're certainly cool looking, although quite expensive ($500+ for the set).

For a comprehensive list of everything used in this engine rebuild, click here!

Continue to Part 6 - Assembling the Bottom End

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