F100 Project

[Gary Lewis]

....Note that yours may be a T-18 and not a T-19 since that tranny was only behind the 460 and diesel, but they are very similar transmissions.

True in the US, but then again, the 351C wasn't offered in trucks in the US, so I wouldn't bet on Australia having the same rules.

The T-19 has a synchro'd 1st gear while the T-18 does not. So it shouldn't be too hard to tell which it is by driving it. And I think I've read that T-18s have a single PTO plate while T-19s have 2. But take that bit of hear-say for what it's worth.

Good point! Obviously, what goes here doesn't go there. Thanks for the reminder.

[PetesPonies]

Good point! Obviously, what goes here doesn't go there. Thanks for the reminder.

Do we reaLLy know for sure it came with a 351C ?? They were only built '70-74 here. Was there a foundry abroad that kept doing them? I know they had small chamber 2V heads there, which weren't available here. But is it a for real 351C or a M ??

[Gary Lewis]

Do we reaLLy know for sure it came with a 351C ?? They were only built '70-74 here. Was there a foundry abroad that kept doing them? I know they had small chamber 2V heads there, which weren't available here. But is it a for real 351C or a M ??

The machinery for the Cleveland engines was sent to Australia in 1971 and both the 351C and a 302C were produced there until 1985. And many of their vehicles used those engines. But the 351M and 400 were never offered there much less made there.

[PetesPonies]

The machinery for the Cleveland engines was sent to Australia in 1971 and both the 351C and a 302C were produced there until 1985. And many of their vehicles used those engines. But the 351M and 400 were never offered there much less made there.

A Cleveland is just not a good truck engine. Great engine, but not for a truck.

[Gary Lewis]

A Cleveland is just not a good truck engine. Great engine, but not for a truck.

Tell Tim Meyer that. He has a new aluminum Cleveland block, with a compacted graphite coming soon. And with a stroker kit he turns out lots of torque from the Cleveland.

[PetesPonies]

Tell Tim Meyer that. He has a new aluminum Cleveland block, with a compacted graphite coming soon. And with a stroker kit he turns out lots of torque from the Cleveland.

Talking as delivered obviously. Just not a great low RPM engine, great high RPM! Ports are too large with that technology to get good fuel atomization and fill . .equates to sluggish lower end. And in a heavy vehicle . .even worse, IE truck :)

[Gary Lewis]

Talking as delivered obviously. Just not a great low RPM engine, great high RPM! Ports are too large with that technology to get good fuel atomization and fill . .equates to sluggish lower end. And in a heavy vehicle . .even worse, IE truck :)

The 351C is part of the 335 Series of engines that includes the 351M and 400. In fact, other than deck height and main bearing diameters there is very little difference between a 351C and a 351M.

There were two sets of heads here in the US, and even more in OZ. Here we had 4V heads, meaning they came with a 4bbl carb, which had the huge ports you are talking about and were poor for low-end torque. But the 2V heads were the same ones on the 351M's and 400's and work well at low RPM - after all, they were standard issue on trucks.

And the stroke on the 351C is the same as the 351M - and 351W for that matter. So, the 351C has basically the same torque as a 351M , assuming they have the same cam, since they have the same bore, stroke, and heads.

So, the 351C in stock form with a 2bbl carb and heads, like would have been on it if it had been issued in these trucks, would have been equally as strong as a 351M. Now, the M wasn't a powerhouse, but it wasn't due to the heads. Instead, it was down on power for two reasons - retarded cam timing and low compression. I don't know what the spec's were in OZ for the engines, but there's no reason the 351C shouldn't have been a good low-RPM engine.

[xlt351cOZ]

A Cleveland is just not a good truck engine. Great engine, but not for a truck.

page_1.pdfpage_2.pdf

Hey Garry ,

Just loaded a couple of scanned pages from the handbook that came with the 1983 F100 in Australia.

indicating the 5.8 351c 4V . I doubt it came with 4V heads but it did come stock with a Carter Thermoquad 4 barrel Carby and Bosch electronic distributor.

Ive got genuine 1981-1983 F Series repair manual as well

Cheers

Tim

[Nothing Special]

....Just loaded a couple of scanned pages from the handbook that came with the 1983 F100 in Australia indicating the 5.8 351c 4V . I doubt it came with 4V heads ....

The "4V" in the engine description generally means it had a 4 barrel carb. The "V" stands for venturi.

[Gary Lewis]

....Just loaded a couple of scanned pages from the handbook that came with the 1983 F100 in Australia indicating the 5.8 351c 4V . I doubt it came with 4V heads ....

The "4V" in the engine description generally means it had a 4 barrel carb. The "V" stands for venturi.

Yes, "4V" means 4 venturi. But, the large-port intakes were referred to as "4V heads" because they came on engines with 4bbl carbs. However, as Pete pointed out, that gave the engine really poor low RPM torque, so it is unlikely Ford would have put those heads on an engine in a truck.

I've converted the PDF to JPG and included it below - thanks, Tim. And 149 KW = 200 HP @ 4300, and 410 NM = 302 ft-lbs @ 3000 for the 4bbl engine. Compare that to 138 HP @ 3400 and 263 ft-lbs @ 2000 that Bubba said the 1980 351M produced.

However, when did Australia go to net power figures? The US went in about 1972 so Bubba's figures are net, but are the Aussie figures net?