Hi
Plannning to import a Cougar 1970 to denmark this year… And many things “pop” up in my mind.
What is the difference from a 351 2v and a 351 4v, is it only the carburator…?
And the difference between a regular VS a XR7, and XR7 VS eliminator…??
There is a lot off dealer, is there someone i shall avoid…? And that homepage trovit. Com, the prices there
Are very different on the same cars…? Is that a “trass” page?
And finaly, is there speciel time at year, or area, where it is Best to buy over there…??
Hope someone can help me with All my questions, maybe more Will follow… Thank you in front
All 1970 M code 351-4V engines are of the Cleveland variety. They have specific 1970-71 closed chamber cylinder heads (marked with a number ‘4’ in the upper corners). They obviously have cast iron 4V intakes and Ford carburetors. They also use 351C-4V exhaust manifolds from the factory.
1970 H code 351-2V engines can be either 351 Windsor or 351 Cleveland. Typically the 351W-2V engine was used at the beginning of the year.
The 351C-2V engines used 2 barrel cylinder heads (also have a ‘2’ cast in the upper corners), Ford cast iron 351C-2V intake manifold, and 351C-2V exhaust manifolds.
The regular model is generally referred to as a “Standard”.
Standard and XR-7 were different models, with XR-7 being more a more luxurious model.
Eliminator is an option that was only available on the Standard models. It basically makes the Standard model more sporty.
I believe Trovit is more of an archive of various car listings and many of them can be quite old! I would stay away from there as far as shopping goes.
The M-code 351 4V Cleveland engine is more desirable and creates more top end horsepower.
For an everyday driver back in the day, the 2V engine would be more practical. For a show car, or occasional driver, I’d opt for the M-code 351 Cleveland motor. Just my opinion…
The '70 2V Cleveland had “open chamber” heads, which featured a lower compression ratio, but ironically, the chamber design was rather fussy about fuel octane. The ports and valves were reasonably sized, and very good for street use though.
The 4V (4V= 4 barrel carburetor = 4 Venturi, not valve - all the Clevelands had two valves per cylinder) heads had a “closed chamber” design, which had higher compression, but due to better quench area, is not really any worse about octane ratings than the 2V heads. The 4V heads have huge valves and ports, which makes them a poor match for mild street cars, especially with low-stall automatic transmissions. They struggle to produce much torque below 3000 RPMs, but on the top end, they produce excellent power, and for drag racing, they’re pretty good.
In Australia, they produced cylinder heads with the smaller ports AND closed chamber design, combining the two. They were, at the time, considered to be some of the best heads in the world for a V8. They’re still a great choice for a street car, though hard to find.
Thanks for the input!
So the conclusion is, that it is not so important which engine i choose…?
Is there Any quality difference between 2V and 4V…? And what about spare parts to these 2 engines…?
Is there Any mustangs with one of these engines, there a plenty off mustangs in denmark, so maybe
I shall choose one with similar engine…?
I know… Many questions, but I Will be sure i do the right think, very difficult to change afterwards over here in DK
It should not be too hard to find parts for the 2V or the 4V. Yes, both the 2V and the 4V were available in the Mustang. They were also in other Ford products as well like the Montego and the Torino.
Like Smildon said, depends on what you intend to do street or race, I might get called on this but a street car is not for racing and a race car is for street. Any Cleveland engine is the same whether be for Must or Cougar. 1970 was only year for the 4V Cleveland all others were 2V…
Randy, the 351W 4V was introduced in 1969 , what I should have said was,
H-code
The majority of 351 Cleveland engines are H-code 2V (2-venturi carburetor) versions with low compression. They were produced from 1970 through 1974 and were used on a variety of Ford models, from ponycar to fullsize.
M-code
The M-code version was produced from 1970 through 1971. Both years offered quench heads but 1970 offered a slightly higher (advertised) 11.0:1 compression ratio whereas in 1971 the chamber was opened up slightly reducing the advertised compression to 10.7:1. The 1970 4V head is identified with the proper date code casting and a “4” cast on the upper corner of the head. The 1971 4V head is identified with a “4*” (four-dot) casting at the same location. Hydraulic lifters were also specified, with the M-code producing about 300 hp (224 kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.
1971 R-code (Boss 351)
The 1971 R-code “Boss 351” used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. so It produced about 330 hp (246 kW).
1972 R-code
The R-code 351 Cleveland for 1972 was considerably different. It had reduced compression for emissions compliance and used open-chamber heads. It had a solid lifter camshaft, however a four barrel carburetor was retained. It produced 275 hp (205 kW) using the new SAE net system.
Q-code (Cobra-Jet)
The Q-code “351 Cobra Jet” version was produced from May 1971 through the 1974 model year. It was a low-compression design that included open-chamber “4V” heads, a special intake manifold, special hi-lift long duration hydraulic camshaft, special valve springs and dampers, a 750 CFM 4300-D Motorcraft Carburetor, dual-point distributor, and 4-bolt main bearing caps. It was rated at 266 hp (198 kW) (SAE net) for 1972 when installed in the Mustang and 248 hp in the Ford Torino and Mercury Montego. The horsepower rating dropped in 1973 to 246 hp for the 4-barrel for the intermediate Fords, and still retained the higher 266 hp rating in the Mustang. The 351 CJ (now referred to simply as the “351 4V”) was rated at 255 hp in 1974 and was only installed in the Ford Torino, Mercury Montego and the Mercury Cougar.
Thanks you for All input… Now a little bit weiser…
I think i go for a XR7 with the 351 4V, aut. But if the perfekt car showes up, i could live with the 2V…
Assuming you’ve also seen this site as far a values but if not gives an idea as to market. Values listed tend to be on the high side but will at least give you some idea as to market pricing here https://www.hagerty.com/apps/valuationtools/search/auto
