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2V or 4V XD cleveland? 

 

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 Post subject: 2V or 4V XD cleveland?
Posted: Fri Dec 08, 2006 10:06 am 
Oompa Loompa
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Hey everyone,

my father in law has an XD 351 Cleveland Ute which he expects to have a burn valve on number 2. question is, when they say a 2v v8 clevo and a 4v v8 clevo, what does this mean? not sure if the v means valve or venturi (whatever that is). also how does effect the rebuild? different gaskets?

any info much appreciated.

Josh
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Posted: Fri Dec 08, 2006 11:53 am 
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heres a good article on the differences http://reviews.ebay.com/Ford-351-Cleveland-Engines-Key-Facts-amp-Information_W0QQugidZ10000000001410755

I've cut a few little bits and pieces out to save you reading the whole thing, although its a VERY good read.

"351C engines were produced in standard "2V" and several distinct "4V" versions, where the numbers 2 and 4 indicate the number of venturis of the engine's associated carburetor. A 2V engine is one that came with a 2-barrel carburetor, while a 4V engine is one of a variety of 351C engines that came with a 4-barrel carburetor.
...
The heads are so different that they require 4V/2V-specific intake, exhaust manifolds and associated gaskets.
...
4V 351C heads have enormous intake & exhaust ports that mate to radically different, 4V style intake and exhaust manifold flanges. From within the engine compartment, 4V heads don't appear dramatically different from 2V heads, though with a few pointers they are easily distinguished. But take the intake manifold off, and you'll be stunned by the size of the intake ports."

 

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Posted: Fri Dec 08, 2006 1:07 pm 
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thankyou for that info, very helpful. if im lucky i will be able to find out the info from the vin. thanks again.
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Posted: Fri Dec 08, 2006 2:44 pm 
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Hey hey 1000 posts and it was actually something useful for once! swoit!

 

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Posted: Fri Dec 08, 2006 7:25 pm 
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XD's only ever had 2V engines. The only thing that may have varied is the carb and manifold. 2brl or 4brl. The last 4V engines were in XB's in 1973. I don't think any 74 model's got 4V heads.

 

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Posted: Sat Dec 09, 2006 8:45 am 
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Dont they say 4V's headr are only good for fanging down Conrod straight???

vik...too thirsty for a street car :shock: :shock: :shock:

 

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Posted: Sat Dec 09, 2006 10:23 am 
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Nah, they say that because some idiot started a myth that 4V heads have no low down power which is BS. 4V's are a factory performance head. 2V's aren't.

To expand on my earlier comment. XD 302's had 2V closed chamber heads and 9.2:1 compression. XD 351's had 2V open chamber heads and 8.9:1 compression.

 

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Posted: Sat Dec 09, 2006 11:05 pm 
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brenx wrote:
Nah, they say that because some idiot started a myth that 4V heads have no low down power which is BS. 4V's are a factory performance head. 2V's aren't.

To expand on my earlier comment. XD 302's had 2V closed chamber heads and 9.2:1 compression. XD 351's had 2V open chamber heads and 8.9:1 compression.


If only you knew who to believe :x :x :x Opinions are ares holes

vik...and there are plenty around

 

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Posted: Mon Dec 11, 2006 11:28 pm 
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Sorry but it ain't no myth.....The fact is, compared to a 2V a 4V doesn't produce enough low rpm torque. It's simply that the 4V port is too big to make any serious low lift flow and port velocity. When the 4V was designed in the 60's it was a case of "big is better" but these days of course we know this is not the case.

Pete.
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Posted: Tue Dec 12, 2006 12:20 am 
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Pete,

I've seen plenty a 4V combo with low down power. Even ones with small hyd cams. I've spent plenty of time in the workshop that dyno tunes my car over the years. I've seen 4V engines in XW/XY/XA's go though none what I'd consider wild. To give you some idea 3.23 or 3.5 geared cars with stock - 2500rpm stalls. I've seen anywhere from 160-230rwkw on stock 4V's making power to a lazy 5500-6000rpm max. 4V's if the setups right do quite well.

The ones that can't get the low down power happening with 4V's generally have no idea. they keep sticking camshafts designed for 2V heads in 4V engines which have no chance of working as they should.

 

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Posted: Tue Dec 12, 2006 11:28 am 
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I understand what you are saying Brenx. I too have seen many 4V's that go well but none can match the 2V combos I have worked on.
While the 4V's are starting to wind up the 2V engined cars have walked away. The only 4V that went better than a 2V in my experience was one that had port tongues fitted.
BTW it's no accident that our CHI heads have smaller ports than a 4V yet piss all over them.

Pete.
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Posted: Tue Dec 12, 2006 12:26 pm 
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XR9UTE wrote:
Sorry but it ain't no myth.....The fact is, compared to a 2V a 4V doesn't produce enough low rpm torque. It's simply that the 4V port is too big to make any serious low lift flow and port velocity. When the 4V was designed in the 60's it was a case of "big is better" but these days of course we know this is not the case.

Pete.


I thank thee for clearing that up...

vik...bigger aint always better...

 

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Posted: Tue Dec 12, 2006 12:50 pm 
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I totally agree with Pete on this one.
The quickest NA Clevo i've seen was a 2V.
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Posted: Tue Dec 12, 2006 12:52 pm 
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This also applies to carburation as a well setup 750cfm can be better than an 850 or bigger carburettor unless you are running to 8000 RPM or above :roll: :shock: at which time the 4V heads come into their own :D

 

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