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Lets go right back to the late sixtys early 70,s and then 80,s with aussie clevo,s ,but when the clevo was born the end of the muscle car thing in america was just about over,by 1974 it was replaced with the 400 and m engines,so throw in any 2c worth with rumors or fact,from what i have read it was launched in 1970 perhaps even late 69,the canted valve arrangement was very successful and nascar said nope no canted valves ,that could be one of the reasons i have heard lately why the 351c only lasted about 4 years ,gerg chime on in.

I'e heard that any D2 blocks were still US cast. The machinery that got shipped out here was useless for our local production as our iron was harder to machine using their gear. They had to re-engineer everything including the casting process. I think the easiest way to tell if it's a Cleveland or Geelong casting is to look in the valley for a "CF" (a big "C" wrapped around a little "f") or a simple "GF", for their respective foundries. As the Aussie engine plant was small-volume, they never updated their master moulds, so as they wore out, the casings became more and more wonky. Core-shift was becoming a problem by the time XD-XE blocks were popping out. The pillow block was a partial fix but the V8 was out of vogue by then. EDIT: I'll clarify that "D2AE-CA" originally referred to US-sourced blocks that could (not always) end up as Cobra Jet engines. Aussie blocks still used this exact part number but were not performance engines. The Aussie moulds must have been based on the CJ ones, including carrying over the part number. People often thought they'd scored a 4-bolt block going by the number but the only way to know is to pop the sump. All clevo castings were the same at the time: Boss, CJ or grandad's 2V Fairlane. The 4-bolt mains were just an extra machining operation. Ford in their wisdom, created a system and then proceeded to not stick to it. Sent from my CPH1607 using Tapatalk

funny you say that I was actually just reading your xe thread [emoji4] Sent from my iPhone using Tapatalk

You been reading my project threads again?

They can have very thin bore walls, I have seen some bored 30 thou over and hitting a water jacket unless it is one of the bulge blocks with 4 bolts mains. They can also run hot easily if the cooling system isn’t bang on. None of this explains why they didn’t use them for long though. I think that is more to do with physical size. The heads are massive compared to Windsor heads which externally cut back in on the exhaust side which means the engine isn’t as wide and fits between shock towers easily .

i'd leave it in there unless you are making a race car where every kg counts.. most people add weight with amps and subs and big wheels.. and big exhausts. and bog...

Yea fair enough, cams already in the head and the way i see it im not really worried where it makes boost ect with such a light car it would still be fun to drive with out turbo haha.. but yea donno just gotta focus on an engine.. looks like i might just build one. Sent from my SM-G935F using Tapatalk