A 351 Cleveland is a "Cobra Jet"?
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Thread: A 351 Cleveland is a "Cobra Jet"?

  1. #1
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    Question A 351 Cleveland is a "Cobra Jet"?

    Admitedly I am new to Cougars, but I didn't know 351 Clevelands were called Cobra Jets. They are?

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  2. #2
    I don't have any information for you on the cobra jet issue, but I would like to draw attention to the console on that beast...
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  3. #3
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    Late 1971 351C M-code low-compression (280 hp) and 1972 & 1973 351C Q-code (266 hp) engines carried the CJ designation. If either are what is in the car, it's not original to it.

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    Man.....take a classic Cougar and turn it into a woofer-mobile.....
    Tom Morgan
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  6. #5
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    I was always under the impression that the 71-73 351 "Cobra Jet" was a Cleveland with meaty rods and 4-bolt mains.

    I never really looked into them much, but some guy wanted to sell me one out of a Ranchero. I would have jumped on it (he was practically giving it away), but I couldn't find much info on it.
    Jason,

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  7. #6
    The 351 CJ is only different in that the 72- 73 has 4 bolt mains. The rest is the same. In 1972, the CJ auto. was a C6 with a 2500 stall speed converter. All the others were mostly FMX.

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    Whats wrong with putting subs in a Cougar? I gots me dual Kenwoods with a 800watt Pioneer Amp. Thing hits pretty well, although one can barely hear it over my engine....

  9. #8
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    351 cj for 72

    In 72 Ford introduced the new 351 Cobra jet, I've got the article "Meet the 351 CJ" 4-bolt main caps and 4 bbl. and the new quench combustion chambers.

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    CJ came out in May of 71 and had a bigger duration cam with more overlap. They also had 4 bolt mains and a spread bore carb(4300 D) and manifold while the 4v had a squarebore(4300 A). What surprised me in the Ford Off Hiway parts book is that CJ's had open chamber 4 barrel heads with flat tops and made 9.0:1 while 4v's had closed and flat top and made 10.7:1 (sounds kinda backwards dont it). In '72 Ford had to get rid of the racing image. They dropped the 71 4v design with the closed chambers and changed the name of the CJ to just 351C-4v, so the 72 4v is the same as a 71 CJ. Also in 72 they lowered the bosses 11.1:1 with pop up pistons down to 9.2:1 by installing the open chambers, flat tops and reducing cam profile and now called this the HO, BOOOOOOO HISSSS. What a terrible time for those poor engineers.

  11. #10
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    Oh my, this is getting convoluted and messy.

    Here's some of the the facts, Jack.

    1970, 351C-4V was introduced as an M-code. 300hp, closed chamber heads, 2 bolt main caps,
    cast flat top pistons for a 10.7:1 compression ratio, non adjustable hydraulic valvetrain,
    Autolite 4300 square bore carb, dual exhaust. Automatics received the FMX.

    1971, M-code continued unchanged, but was rated at 285 for some reason. Probably to be
    second fiddle to the as-then planned 71 Mustang Boss 302 (290hp). The Boss 302 was dropped (thank god) in
    favor of the 330hp Boss 351 (R-code). Automatic M-codes received the C-6 trans standard, with a poorly suited torque converter.

    R- code (Mustang only) Boss 351 engine was only available in the sportsroofed Boss 351 model, 4-bolt main block, specially selected
    crank, D1ZX rods of 1041 steel and 180,000 psi rod bolts, closed chamber heads with fully adjustable
    valvetrain with mechanical cam (290 duration, .477 lift), Boss 302 type aluminum valve covers with "Boss 351"
    emblem, dual point dizzy, forged pop-up (domed) pistons, larger (2.5" IIRC) exhaust
    manifold outlets, aluminum spread bore intake with an Autolite 4300D carb, baffled oil pan with a crank scraper and a re-calibrated
    dipstick to show 6-quart capacity as full and ram-air, F60-15 tires, wide ratio 4-speed and 3.91 gears as standard.

    351CJ (280hp) was introduced in May '71. It was always VIN code "Q", not M. 351CJ was a 4-bolt main block. Pistons were the
    same cast flat tops as the "M" code. Heads were identical to the M code --except-- that they used an open
    combustion chamber design like the 351C-2V, reducing compression to around 9:1. Cam was a CJ specific grind, with a split duration
    and lift (IIRC it was 280/290 duration, .480/.490 lift). 4-bolt main block, dual advance, dual point distributor was standard, oil capacity was 5 quarts, pan had a slosh plate over the sump. Intake was
    cast iron with a spreadbore pattern, Autolite 4300D carb. Exhaust manifold outlets were smaller than Boss at 2 1/4", but larger than M's 2" outlets. All CJ's equipped
    with an automatic got a C-6 with a special hi-stall torque converter (@ 2500rpms).

    1972, M-code was gone. Q-code CJ continued essentially unchanged, but was now rated at 266 hp, due to the change
    from Gross horsepower ratings to SAE Net horsepower ratings. Only other change was to retard the cam 4 degrees for
    emissions purposes (this was apparently a corporate wide thing, all engines received this mod). The Mustang-only R-code was back
    for a second year, but was now known as the 351HO. It was no longer a specific model, but was just a drivetrain option.
    Heads on the HO now had the open chamber design, cam was still mechanical, but now had 275 duration and .490 lift.

    1973, R-code was gone, Q-code received dished pistons to drop the compression even further. Horsepower was now rated at 264.
    Later in the 73 model year, the CJ's received smaller valves in the heads. Valve sizes went from 2.19 I / 1.77" E to
    2.05" I / 1.66" E, same as the 2V 351C.

    1974, Q-code continued on in the Torino. By this time, it was so emasculated by emissions equipment that I don't wanna got here.


    ...hope that helps....
    Last edited by Hemikiller; October 22nd, 2004 at 08:32 AM.
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  12. #11
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    Quote Originally Posted by love my 70
    all 70 351c 4v came w/ the fmx?, i bought my 70 and it has a c4 in it. does that mean its been changed, i know the previous owner had the eng. abd trans. rebuilt i wondedr if they changed the trans. then.

    The C4 was not available behind the 1970 351C. It would have been either a C6 or an FMX. If your car has a C4 it is either a factory mistake or (most likely) something that has been changed over the years. Are you sure it is a C4?

    Randy Goodling
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    Hemikiller,

    I have two 73 4Vs. AlphaCat engine built on Dec 20, 72, and BetaCat's built on Jan 18, 73. Both originally had the small-valve 4V heads. Since then, I've installed the bigger one-piece stainless valves in AlphaCat's original heads, while BeataCat got a set of big valve 4V quench heads... All of the 1972s and the - to December 31st, 1972-built 73 4Vs got a chrome air cleaner lid, and later 4Vs got the normal blue painted lid. Even at that, there are differences in the chrome lids between 72 and 73. I had a 72 4V conv't Cat, and the lid has different contour ribbing than AlphaCat's...

    Don't forget that the 73s also got the EGR passage intake.
    Last edited by Cougrrcj; October 22nd, 2004 at 04:33 PM.

  14. #13
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    Cougrrcj,

    I wasn't sure of the changover date of the small valves so I had to generalize. No one seems to be able to give a concrete answer as to the actual date.

    Thanks for the info on the air cleaner lid.

    EGR, such an ugly thing on a Cleveland

    Cathouse, in 70 the C-6 was only available in a Cougar or Mustang behind a 428. No C-6's were available behind 351C's. You only could get an FMX, PHB-E2 / E3 for a 2V, or PHB-P for the 4V. You are correct on the C-4, it was used only on 250-6 and 302's.

    Personally, a C-4 behind a Cleveland is a very good combo....
    Last edited by Hemikiller; October 23rd, 2004 at 08:22 AM.
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  15. #14
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    Thumbs up

    Wow! Great info on what I thought was going to be a simple answer. Thanks to all!!
    1969 Cougar Convt.

    1970 Plymouth Superbird
    1969 Camaro RS Convt.
    2000 Mustang GT 5spd
    1993 Honda GoldWing SE
    1997 Honda Pacific Coast

  16. #15

    A 351 Cleveland is a "Cobra Jet"?

    OK, know this is an old thread but here's what Ford literature states re: all the Cleveland engines; quoted directly fr a period correct original Ford publication.

    351C engines
    1970: VIN H; 351 2V, 2 bolt mains, flat top pistons, 9.5:1 compression using 76.2cc (averaged) open chamber heads, small ports, 2.04 intake/1.65 exhaust valves, 250 gross HP @4600 rpm, 355 ft lbs gross torque @2600 rpm.
    1970: VIN M; 351 4V, 2 bolt mains, flat top pistons, forged steel connecting rods, 11:1 compression using 62.8cc (averaged) closed chamber (quench) heads, large ports, 2.19 intake/1.71 exhaust valves, slightly better cam & valve train, 300 gross HP @5400 rpm, 380 ft lbs gross torque @ 3400 rpm.
    1971: VIN M; 351 4V, 2 bolt mains, flat top pistons, 10.7:1 compression using 66.1cc (averaged) closed chamber (quench) heads, large ports, 2.19 intake/1.71 exhaust valves, slightly better cam & valve train, 285 gross HP @5400 rpm, 370 ft lbs gross torque @ 3400 rpm.
    1971: VIN Q; 351 4V, 2 or 4 bolt mains, flat top pistons, 9:1 compression using 75.4cc (averaged) open chamber heads, large ports, 2.19 intake/1.71 exhaust valves, Cobra Jet cam, spread bore carburetor, 280 gross HP @5800 rpm, 345 ft lbs gross torque @3800 rpm.
    1971: VIN R; 351 4V BOSS, hi nodular iron block w/ 4 bolt mains selected for hardness, selected hi nodular iron crankshaft, forged pop-up pistons, conrods shot peened & magnafluxed w/ 180,000 PSI bolts, 11.3:1 compression using 66.1cc (averaged) closed chamber (quench) heads, large ports, 2.19 intake/1.71 exhaust valves, solid lifter cam & valve train, spread bore carb on hi-rise aluminum intake, 330 gross HP @5400 rpm, 370 ft lbs gross torque @4000 rpm.
    1972: VIN M & Q; same as 71 Q except for camshaft retarded 4 degrees, 266 net HP @5400 rpm, 301 ft lbs net torque @3600 rpm.
    1972: VIN R; 351 4V HO, same as 71 R w/ the following changes; forged flat top pistons, 9.2:1 compression using 75.4cc (averaged) open chamber heads, solid lifter cam (retarded 4 degrees) & valve train, 275 net HP @6000 rpm, 286 ft lbs net torque @3800 rpm.
    1973-74: VIN Q; 351 4V, 2 or 4 bolt mains, dished pistons, 8.2:1 compression using 78.4cc (averaged) open chamber heads, large ports/small valves, 2.04 intake/1.65 exhaust valves, Cobra Jet camshaft retarded 4 degrees, spread bore carburetor, 248 net HP @unknown rpm, unknown ft lbs net torque @unknown rpm.
    I mention the VIN H 351C 2V only once (1970) as a base reference. It was avail in other yrs w/ only slight changes fr 72 on. Note that VIN H in these yrs can also mean a 351W (Windsor) engine; a completely different block & design. VIN H in any Ford can be either Windsor or Cleveland during the 70 thru 74 model yrs.
    Note that Ford never built the same 4V Cleveland 2 yrs in a row; save for 73-74. Every yr there were small differences even using same VIN codes as previous yr. Also, I am certain that compression dropped on the '72 M & Q engines compared to their '71 versions but see no documentation of that in the Ford literature I have.

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