The first thing to remember with nitrous oxide is that it makes fuel burn faster. This means you must be mindful of what it can do, both productively and counterproductively. All that instantaneous power comes for a reason. As a result, extraordinary attention to detail must be paid on the road to power. Using nitrous […]

Intake manifold selection depends on how you intend to build and use your Cleveland.   Dual-Plane Street engines operating between 2,000 and 5,500 rpm generally call for a dual-plane intake manifold, which offers longer intake runners that enhance lowto mid-range torque. Classic dual plane manifolds offer a nice combination of good, low- to –mid-range torque […]

Induction begins with a carburetor and there are a lot of them to consider these days because the market is competitive and plentiful. Holley remains the carburetor of choice but there are nice alternatives from Demon, Edelbrock, Summit Racing, Quick Fuel, and Proform. Holley has been smack in the middle of racing and street performance since […]

At 6,000 rpm, valves slam again their seats 3,000 times per minute. Exhaust valves not only reciprocate vigorously at half the speed of the crankshaft, they’re subjected to combustion temperatures of approximately 1,800 to 2,000 degrees F. Lifters, pushrods, rocker arms, and valvesprings take a like amount of punishment without the levels of heat valves […]

Four basic lifter (tappet) types are used in Clevelands: fl at-tappet hydraulic and mechanical, and roller-tappet hydraulic and mechanical. Flat-tappet lifters were original equipment in all 335-series Cleveland engines. Roller tappets were increasingly used in Ford factory V-8 engines after 1985, which is when aftermarket manufacturers began to make them available. More and more engine builds […]

In my experience, the best streetperformance cams are ground with a lobe separation between 108 and 114 degrees. Keeping lobe separation above 112 degrees improves drivability because the engine idles smoother and makes better low-end torque. There’s also more vacuum at idle for accessories and power brakes. This is what you want from a street […]

There was a time when all you had to choose from for Clevelands were factory iron heads you could spice up with some port work. Today, a large variety of great aluminum castings is available. Note that all specifications are subject to change. Contact each manufacturer for details before ordering or buying.   Cylinder Head […]

If you’re reworking factory iron heads for your Cleveland, there are all kinds of things you need to know. Have the heads Magnafluxed for cracks along with a close visual inspection before doing any machine work. Because some Cleveland head castings tend to crack, get this concern out of the way. Always install hardened exhaust […]

When Ford was developing its 335 Cleveland engine family, the objective was to produce a large engine family with displacements ranging from 335 to beyond 400 ci as a companion to the larger 385-series 429/460-ci big-block engines. Although the Cleveland has been conceived to consolidate engine families/ displacements and lower manufacturing costs, it was also […]