I've always loved the Cleveland and when I got the 4 bolt main I knew it was for my 34. Thanks for watching my friend. Also what car do you have now days?
@@builtmikesway1167 Clevelands are one of the best looking engines of all time and the perfect choice for your ‘34. The only Cleveland powered car I have is my ‘70 Mach 1 that I bought 41 years ago. It’s Grabber Blue with black interior. Factory installed Shaker Scoop Ram Air and rear window louvers. I’ve built a healthy Cleveland for it but I’m waiting until I get an aftermarket C4 and converter so I can install it all at the same time. The original FMX just won’t get the job done. My build uses a pair of vintage Endyn Pro Stock high port D1AE-GA iron heads with raised intake ports and relocated exhaust ports along with a port matched Edelbrock Scorpion intake with extensive plenum modifications also done by Endyn. The heads have titanium valves and spring retainers, stout Crane springs, Harland Sharp 1.73 roller rockers, ARP 7/16” rocker studs, Comp guide plates, Jomar Stud Girdle and Ford Racing tall valve covers. The carb is a Holley 850 Track Warrior. The block is a D2AE-CA 4-bolt, bored.020” for Manley forged dome top pistons giving a 12.4:1 CR. All of the critical dimensions of the block were blueprinted and the lifter bores have bushings installed for better oil control. The factory oiling system design delivers oil to the cam, lifters and heads before being routed down and distributed to the main bearings where it’s really needed most at high rpm’s. The lifters are oiled from two oil galleries that run the length of the block and intersect each lifter bore. The oil passage holes in the bores are huge and a major source of oil pressure loss before the main bearings get oiled. The lifter bushings stop the loss and have small metering holes that provides adequate oil supply to the lifters. They work well with solid lifters that typically require less oil. The solid roller cam and lifters are from Reed Cams. I bought the set several years ago for another project but never used it. It’s fairly mild with .645” lift and 298*int. and 302* exh. total duration. The grind profile is decent but nothing like the modern CAD roller cam profiles. But considering the high cost of good cams nowadays, I might use it anyway. I’m open for suggestions. The rotating assembly is internally balanced and uses an ATI Super Damper. All threaded hardware is from ARP. The pump is a Melling high volume piece. The bottom is buttoned up with a Milodon 8 quart, low profile front sump pan and windage tray. For cooling I use a Holley Frostbite billet aluminum Electric Water Pump and an old school 4-row, 24” wide copper/brass radiator with shroud and electric fan. I’m going to replace it with a lighter weight, more efficient aluminum radiator eventually. For the chassis I use Caltrac 6400 bars along with their split mono-leaf spring assemblies. Unfortunately I don’t have any track time with the new engine to get them dialed in but it’s going to be awesome when I do. Naturally the rear end is a 9”. I got a fully assembled Strange Pro Iron 3rd. member with a 35 spline Detroit Locker, 4.11 gears, Daytona pinion support, nodular case with 3.250” axle bearing bores, and a chromoly pinion yoke. The Strange axle package has forged 1550 premium steel alloy 35 spline axles for street/strip use and special Timken roller axle bearings for the larger diameter axles and smaller Mustang housing ends. Heavy duty stuff for sure. I spoke to one of the Strange technical advisors and the dude knew all of the small details of exactly what I needed. I ordered everything directly from Strange and the cost was actually lower than the two well known performance parts vendors. Projects are never really finished it seems. Still so much to do and at my age, so precious little time left to do it 👀. Well my friend, you asked about my ride and I’m always glad to share 🤷♂️🏁.
I had all of the machine work done at Engine Systems here in Georgia. They specialize in mountain motor big block Ford engines used for monster truck and tractor pulling competition. They also know Clevelands and the owner said my combination with those heads should dyno at 500 to 550 horsepower. I couldn’t afford their dyno rates so his opinion is fine with me 👍. I appreciate you taking the time to read my long and boring comment.
Zeus wants more Wagon videos! Lol
Coming in the next few weeks, thanks for asking
cant wait to hear that motor roar
One day, thanks for watching
Definitely not another boring Chevy engine swap. Looks like C3 heads ?
Clevelands Rule…Built Mikes Way 🏁.
I've always loved the Cleveland and when I got the 4 bolt main I knew it was for my 34. Thanks for watching my friend. Also what car do you have now days?
@@builtmikesway1167 Clevelands are one of the best looking engines of all time and the perfect choice for your ‘34. The only Cleveland powered car I have is my ‘70 Mach 1 that I bought 41 years ago. It’s Grabber Blue with black interior. Factory installed Shaker Scoop Ram Air and rear window louvers.
I’ve built a healthy Cleveland for it but I’m waiting until I get an aftermarket C4 and converter so I can install it all at the same time. The original FMX just won’t get the job done.
My build uses a pair of vintage Endyn Pro Stock high port D1AE-GA iron heads with raised intake ports and relocated exhaust ports along with a port matched Edelbrock Scorpion intake with extensive plenum modifications also done by Endyn. The heads have titanium valves and spring retainers, stout Crane springs, Harland Sharp 1.73 roller rockers, ARP 7/16” rocker studs, Comp guide plates, Jomar Stud Girdle and Ford Racing tall valve covers.
The carb is a Holley 850 Track Warrior.
The block is a D2AE-CA 4-bolt, bored.020” for Manley forged dome top pistons giving a 12.4:1 CR. All of the critical dimensions of the block were blueprinted and the lifter bores have bushings installed for better oil control. The factory oiling system design delivers oil to the cam, lifters and heads before being routed down and distributed to the main bearings where it’s really needed most at high rpm’s. The lifters are oiled from two oil galleries that run the length of the block and intersect each lifter bore. The oil passage holes in the bores are huge and a major source of oil pressure loss before the main bearings get oiled. The lifter bushings stop the loss and have small metering holes that provides adequate oil supply to the lifters. They work well with solid lifters that typically require less oil.
The solid roller cam and lifters are from Reed Cams. I bought the set several years ago for another project but never used it. It’s fairly mild with .645” lift and 298*int. and 302* exh. total duration. The grind profile is decent but nothing like the modern CAD roller cam profiles. But considering the high cost of good cams nowadays, I might use it anyway. I’m open for suggestions.
The rotating assembly is internally balanced and uses an ATI Super Damper. All threaded hardware is from ARP. The pump is a Melling high volume piece.
The bottom is buttoned up with a Milodon 8 quart, low profile front sump pan and windage tray.
For cooling I use a Holley Frostbite billet aluminum Electric Water Pump and an old school 4-row, 24” wide copper/brass radiator with shroud and electric fan. I’m going to replace it with a lighter weight, more efficient aluminum radiator eventually.
For the chassis I use Caltrac 6400 bars along with their split mono-leaf spring assemblies. Unfortunately I don’t have any track time with the new engine to get them dialed in but it’s going to be awesome when I do.
Naturally the rear end is a 9”. I got a fully assembled Strange Pro Iron 3rd. member with a 35 spline Detroit Locker, 4.11 gears, Daytona pinion support, nodular case with 3.250” axle bearing bores, and a chromoly pinion yoke.
The Strange axle package has forged 1550 premium steel alloy 35 spline axles for street/strip use and special Timken roller axle bearings for the larger diameter axles and smaller Mustang housing ends. Heavy duty stuff for sure. I spoke to one of the Strange technical advisors and the dude knew all of the small details of exactly what I needed. I ordered everything directly from Strange and the cost was actually lower than the two well known performance parts vendors.
Projects are never really finished it seems. Still so much to do and at my age, so precious little time left to do it 👀.
Well my friend, you asked about my ride and I’m always glad to share 🤷♂️🏁.
@@danielwilson6665 very cool, sounds like a bad ass engine too.
I had all of the machine work done at Engine Systems here in Georgia. They specialize in mountain motor big block Ford engines used for monster truck and tractor pulling competition. They also know Clevelands and the owner said my combination with those heads should dyno at 500 to 550 horsepower. I couldn’t afford their dyno rates so his opinion is fine with me 👍. I appreciate you taking the time to read my long and boring comment.
@@danielwilson6665 no problem at all thanks for sharing and let me know when you get that beast fired up! Have a wonderful day!