BDHG940 Posted June 21, 2009 Report Share Posted June 21, 2009 looking for a block, I have a 2 bolt main bare block here but would like to get my hands on a 4 bolt instead Link to comment Share on other sites More sharing options...
Buckeye1647545503 Posted June 21, 2009 Report Share Posted June 21, 2009 Roller and non are the only 2 options sry Link to comment Share on other sites More sharing options...
Guest Removed Posted June 21, 2009 Report Share Posted June 21, 2009 only block that where 351 and had 4 bolt mains are cleveland blocks. unless your talking aftermarket. just get a C9 or D0 block and stud the mains, half fill it to the water pump holes and call it done.my dude has been running A 408 kit in one and @ 700 hp, it looks great every year on tear down. Link to comment Share on other sites More sharing options...
BDHG940 Posted June 22, 2009 Author Report Share Posted June 22, 2009 I was told to start with one of the pre 75 blocks that had 4 bolt mains? I may be wrong but just goinig off what I was told Link to comment Share on other sites More sharing options...
Guest Removed Posted June 22, 2009 Report Share Posted June 22, 2009 pre 75 yes...the 69(C9ve) and 70 (DOve) stamping are best. only 4 bolt mains i have ever seen where in clevelands blocks..which the heads will bolt on each other, but the mains and blocks are not that similar Link to comment Share on other sites More sharing options...
Guest Removed Posted June 22, 2009 Report Share Posted June 22, 2009 read up...http://en.wikipedia.org/wiki/Ford_Windsor_engine Boss 302 Boss 302 engine Main article: Ford Boss 302 engine The Boss 302 was a performance variant of the Windsor, putting what would become Cleveland heads on a special, heavy duty, 4 bolt main Windsor block to improve rated power to 290 hp (216 kW). According to some reports, the canted valve, deep breathing, high revving boss was the only one, other then some cleveland blocks. 351W 351 Windsor V8 in a 1969 Ford Mustang The 351W is often confused with the 351 Cleveland, which is a different engine of identical displacement The 351 cu in (5.8 L) Windsor featured a 1.3 in (32.5 mm) taller deck height, allowing a stroke of 3.5 in (88.9 mm). Although related in general configuration to the 289-302 and sharing the same bell housing, motor mounts and other small parts, the 351W had a unique, tall deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 vs. 1-5-4-2-6-3-7-8), adding some 25 lb (11 kg) to the engine's dry weight. The distributor is slightly different to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes. It had a unique head which optimized torque over high-rpm breathing, frequently replaced by enthusiasts with aftermarket heads providing better performance. Ford offered a performance head that was a stock part on 302 equipped mid 1990's Mustangs called the GT-40 head (casting id F3ZE-AA). The early 1969 and 1970 heads had larger valves and ports for better performance. The intake valves and ports were slightly larger on the early engines. The head castings and valve head sizes from 1969 to 1976 were different, differing in passages for air injection and spark plug diameters (69-74 18 mm, 75-up 14 mm). From 1977 onward, the 351W shared the same head casting as the 302, differing only in bolt hole diameters (7/16 inch for 302, 1/2 inch for 351W). Early blocks (casting id C9OE-6015-B had enough metal on bearing saddles 2,3 and 4 for four bolt mains) as with all SBF, were superior in strength to most late model, lightweight castings. Generally the 1969 to 1974 blocks are considered to be far superior in strength than the later blocks making these early units some of the strongest and most desirable in the entire SBF engine family including the 335 series. During the 1980s a four barrel version (intake manifold casting id E6TE-9425-B) was re-introduced for use in light trucks and vans. In 1988 fuel-injection replaced the four barrel carburetor. Roller lifters were introduced in this engine in 1994. The original connecting rod beam (forging id C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular head rod bolts mounted on broached shoulders. There were a number of fatigue failures attributed to the machining of the part and so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of 'football head' bolts. In 1975, The beam forging (D6OE-AA) was updated with more metal in the bolt head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part id C9OE-A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units was machined in metric and SAE units respectively. The cap featured a longer boss for balancing than the original design. The block underwent some changes since its inception. In 1972, The deck height was extended from 9.480 in. to 9.503 in. (casting id D2AE-B) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder head design. In 1974 a boss was added on the front of the right cylinder bank to mount the air injection pump (casting id D4AE-A). In 1979 the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear-sumped Mustang and LTD/Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein. In the 1990s the rear main seal was changed from a two-piece component to a one-piece design and provisions for roller tappets were also added. Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972 it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971. During the 1990s, motor enthusiasts were modifying 351 Cleveland 2V cylinder heads (by re-routing coolant exit from the block surfaces to the intake manifold surfaces) for use in the 351W resulting in the Clevor (a portmanteau of Cleveland and Windsor). This modification requires the use of custom pistons by reason of differing combustion chamber terrain (canted valves vs. straight valves) and intake manifolds for the Boss 302 was not wide enough and the intake ports were too large. This combination yielded the horsepower potential of the 351C with the ruggedness of the 351W short block. This was possible because more 351C 2V cylinder heads were made than corresponding engine blocks (the 351M and 400 used the same head as the 351C 2V). Link to comment Share on other sites More sharing options...
BDHG940 Posted June 23, 2009 Author Report Share Posted June 23, 2009 I think I just need to just sack up and buy the dart block.... Unless someone has one of the boss blocks they want to hook it up with Link to comment Share on other sites More sharing options...
Guest Removed Posted June 23, 2009 Report Share Posted June 23, 2009 351 boss motor wont work...head bolt pattern are the same.. 302 boss block is rather rare...and would cost you just as much as buyying a dart or FRPP boss block.. what are you trying to do? if its A 351 winsor based build, then a 302 FRPP boss block is not it.. its only good to like 350 some cubes. check racing junk..i see different dart blocks on there from time to time. if you want just call me at the shop number below and we will figure it out from there Link to comment Share on other sites More sharing options...
Ryan218 Posted June 24, 2009 Report Share Posted June 24, 2009 theres one at u part it i beleive. in a pickup. Link to comment Share on other sites More sharing options...
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