Alive and well guys. I visit the site daily and chime in when I have something relevant to add. The ERA and Cleveland are doing well. Just waiting for the roads here to clear up from the gravel they dump on them in bad weather.
The Cleveland engine dwarfs a 302 in physical size. It fits in the GT40 more like a big block then a small block. The angle of the exhaust headers off the heads are more like a big block. When ERA made the monocoque, they notched it for header clearance as they do for the big block.
The main bearings on the Cleveland are actually smaller than the Windsor engines. 2.75" for the Cleveland vs 3.00" for the Windsor.
I am currently running cast iron 2V open chamber heads at 10.2:1 compression. EFI with independent runner induction. It makes around 420 HP and and 420 lb-ft torque. Torque is 310 lb-ft at 3000 rpm. As Doug has mentioned, it is a hoot to drive on the street. The ZF has standard Pantera ratios with a 4.22 final ratio. Rev limiter is set at 6200 rpm. I use stock rods (ARP bolts, polished beams), plus the cam is a hydraulic roller and is all in and dropping off at 6200. Note in the attached photos, the distributor has been cut off and is only used to drive the oil pump. Ignition is via magnets in the aluminum flywheel. No distributor plus an electric water pump reduces somewhat the space the engine needs at the firewall. You'll notice in the attached pics that I did have a mechanical water pump on the engine, but it was removed in favor of the electric pump just after the engine went in the car.
It is as happy cruising as it is being driven more robustly. Once moving, put it in 5th gear and very rarely take it out if all you want to do is cruise around. It will idle through town at 35mph in 5th (foot off the throttle).
Want to spice it up a bit, stay in the 4000-6000 rpm band. Maybe not what you want in a competition car, but for my use it isn't meant to be a competition car. It is plenty healthy and thrilling for the street.
Ron mentions Tod Buttermore and an alloy block. Tod started a quest a few years ago to cast new aluminum and iron Cleveland blocks. As you would suspect, it is an ambitious project for an individual. Tod has had his share of setbacks but at the moment has his own CNC machines set up to do the rough machining on the new blocks, and is currently setting up his own aluminum casting operation. He has several alloy blocks that have been finished, tested, etc. Tod's has redesigned the oiling system in his block to be a priority flow fixing the deficiencies and problems of the original block. It is basically a stronger version of the stock block with all the problems of the stock block fixed....and is being made in alloy.
Tod is not a Dart or commercial enterprise. He is a one man show, so production numbers will be low. Tod however is still moving forward.
I have had a deposit on an alloy block since Tod started his quest.
I'm not in a great hurry and will wait till Tod gets to me. Heck, I waited 3 years for the GT40 so.......the stock cast iron block is doing fine at the moment.
McKeown Motorsport Engineering, Inc. has also recently announced a new Cleveland block in either aluminum or cast iron. I know nothing about it other than the announcement. For my time frame and budget, and because I chose to purchase a block from Tod, I have chosen to stick with Tod. I have no interest in the McKeown endeavor but it may be right for others.
I purchased a new set of AFD aluminum heads a few years ago for the engine. They are patiently waiting in their box until the alloy block is available. They are a 2V varitey with the intake and exhaust ports located as per the original cast iron heads. I'm not too keen or making another stainless exhaust system or purchasing another new intake. Besides, I am not going to aluminum for a HP increase (although there probably will be some with the redesigned ports and increased flow of the new heads), I'm trying to reduce weight by getting rid of an all cast iron engine and replacing it with an all aluminum. Any HP increase is just a bonus.
Aus Ford Parts - Aussie 351 Cleveland Specialists
Airflow Dynamics Performance 351 Cleveland Cylinder Heads
Finding parts, performance or otherwise, is tougher for the Cleveland. They are out there if you look for them, but not as plentiful as the Windsor based parts. Australia continued to make Clevelands well after the US stopped, so as with the AFD heads (and CHI heads), Redline manifolds, Yella Terra rockers, etc., Australia is a good source for Cleveland parts.
Would I do a Cleveland again? Absolutely. It is a sweet running engine and it looks great. Plus, I like having something a bit different.
Dave