General Info:
They made about half a million 302C and 351C V8's from 1972 to 1982.
351C's
Only about 75, 000 were made in Australia, they are rather rare.
About 1200 were imported ex Cleveland for Fairlanes, and Falcon GTHO 351's. They used 2V and 4V versions, but our 2V's had 4-bbl 4300 Autolites on the 351's, some had the good 4MA crank.
Later, about 200 'RPO83' equiped versions with XE 6015 XX castings arrived in selected 72Falcon GT sedans and hardtops. They were the last imported Clevelands. They were basically a Boss 351 with better 4V heads. Ford Oz had to get out of hot HO 4V engine options due to beat up merchant sansationalising the arrival of '160 mph Supercars Soon'. Ford got rid of rare four bolt US blocks as production engines, and a few trick 780cfm Holley carbs.
There were some Aussie made NASCAR blocks, with an SVO part number, made for the Americans. Production engines from Oz had ARD preffixes on its head and blocks. No AR, not an Aussie block or head.
302C's
About 425 000 of these gems were made, so they are pretty common. Because of the amount made, 2V Aussie heads are plentiful, and commonly sold to the Americans. SVO America even carried a part number for the closed port 57 cc chamber heads from 1983 to 1988, but by then Ford Oz had killed production.
About that time, the destroked 302C 2V arrived. It had a 2-bbl Bendix Stromberg WW carb, not the 302Windors 2100 2-bbl. It was a great engine, very smooth, but missing the grunt of the 351C. It ran a 302 Boss combustion chamber, but only had small 2.05/1.64" 2V valves. Pre 1976, they were all 2-bbl. A way too big Thermoquad 9800 was standard from
1976 to 1982, and they were not great engines. Earlier 2-bbl ones were frugal 20+US mpg machines and stayed in tune much better. The emissions gear gave few chances of better than 18 US mpg even when cruising.
They local Aussie F 100's , F150's, and Broncos got 302C's mostly, with a local 1-bbl log or x-flow 250 I6 or a 351C if required. They sold from the early 1970's to 1985, when the local 351C was replaced by the 5.0 EFI truck engine. The post 86 Right hooker F150's and Broncos were then 5.0 only and assembeled with Falcon power steering and lots of local parts untill the late 80's. The rising US dollar killed off assmbly during the recession of 1987.
Specific Details:
No Clevelands got unleaded spec inserts or induction hardened valve seats. (Australia never used US 1975 emission regulations until January 1986, so forget using the engine on US pump 87 grade)
The compression ratios for 4V 351's, found on GT's, GTHO's, was always 10.7:1, which was lower than most 351 Boss or 351HO 4V engines. 2V headed 351's, went down to 8.9:1 after 1976. 302C's have 9.4-9.2:1 compression ratios.
In America, you find the odd 1973 Cobra Jet or 4V HO engine with low compression open chamber heads. Aussie engines from late 1972, were all Aussie produced, and had Australian heads with big compression ratios. A 73 Aussie XB GT engine could have had a variety of head types.
From July 73 to July 76, engines were US 1972 emissions compliant.
From after 1976, they were US 1973 complaint.
New South Wales spec engines, from 1981, were more emissionised than the 76 to 81 engines from other states.
The Aussie 302 and 351 Clevelands were a lot peppier than the US similar 302 and 351's for every year produced. Early Oz 351's had 290 hp gross or 300 hp gross as a 4-bbl, 260 hp gross as a 2V 2-bbl. After 1979, ratings were DIN net, and fell to 216 hp SAE net or 200 hp DIN net. The GTHO Phase II and III engine, a Boss 351 with a Holley carb and header modifications, was rated at 300 hp, but was dynoed as 350 hp net. The rare RPO 83 engine, made to spec, was a 380 hp net engine, but only 4 were ever released with all items intact.
The post 1974 to 1983 European deTomasos got Aussie Clevleand V8's for all markets except America. Aussie made Cleveland's were reworked with GT5 spec quad Webers. The Aussie XC Fairmonts from 77 to 79, and then the LTD from 1982 was sold briefly in Britan with 4.9 or 5.8 V8's standard.
The US Mustang 351 Boss was dynoed at 330 hp gross with an Autolite 4300G, and as 285 hp as a base Mustang March I engine. Ford Australia engines were stronger becasue they had Holley ccarbs, and no emission gear until 1973. The lads at Ford Special Vehicles had put a huge amount of work into a small number of image building Clevelands, but these hot Aussie GTHO engine's were only 0.4% of total V8 production, so they are not plentiful. The differences between a GTHO engine and a stock GT or Falcon V8 is huge. A stock Cleveland 351 hated more than 4800 rpm. It didn't matter if it was a GT351, or an F150. The GTHO spec machines, however, liked up to 6150 rpm, and beyond with the revlimeter removed. Some of the so called RPO 83 engines were fitted with the Boss rocker gear all GTHO's had, but had stock cams. Some cars got 780 cfm Holley carbs and headers, but missed out on the cam.
The short stroke 302C could pull 5500 rpm all day without blowing if it had the 4-bbl carb, but most were stuck with puny 2-bbls for the first 3 years of production.
The little 302C was rated as 240 hp gross, then 207 hp SAE net from 73 to 76 as a 2-bbl, then 196 hp DIN net from 77 to 79 as a 4-bbl, then 188 hp DIN net from 79 to 82. In actuality, it was never more than a 168 hp engine, about the same as the 250 2V
:chill: 
