I found this and thought it may interest some readers,
anyway regardless of what they are called heres some interesting info.. it's a big read but a interesting one,
if you take the time to read you will see the windsor was the 90* series or family, not the smallblock as it's commonly known.. ENJOY
Ford 335 V8
Manufacturer Ford Motor Company
Also called Ford Cleveland V8
Predecessor Ford FE V8
Successor Ford Windsor V8
Class 90° Mid-sized OHV V8
Engine 302 in³ (4.9 L)
351 in³ (5.8 L)
400 in³ (6.6 L)
Related Ford Boss 351 V8
Ford Boss 302 V8
Similar AMC Short/Tall V8
Chevrolet Small-Block V8
Chrysler LA V8
The Ford 335 engine family were a group of V8 engines built by the Ford Motor Company between 1970 and 1982. The series was nicknamed Cleveland after the Cleveland, Ohio engine plant in which most were cast. The 335 w
is designed as a mid-sized engine to replace the larger members of the Windsor 90 degree family as well as the mid-sized FE V8 family. Both of these engine families continued in production, however, with the Cleveland only outliving the FE by a half-decade and eventually abandoned in favor of the more compact Windsor design.
The 335 series was very different internally from the similar-looking Windsor series. The 335 Cleveland used smaller 14 mm spark plugs in one of two different cylinder heads, both with 2 valves per cylinder. The 4V heads had massive valves canted to the sides with a "poly-angle" combustion chamber. A novel feature is the heads are not straight they are horizontal in front and angled in the rear with an integrated twist. These covers are secured with 8 bolts, as opposed to 6 on the Windsor.
A simple differentiator between the Windsor and Cleveland series is the location of the radiator hose the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had a dry manifold with the radiator hose connecting vertically to a separate timing chain cover.
Inside the block, large main bearing caps are specified for durability, allowing 4-bolt mains on some engines. The oiling system has been widely criticized but has not proven any less reliable than the Windsor line.
351 Cleveland engines Code Engine type Years Compression Notes
H 351C-2V 1970-1974 Low
M 351C-4V 1970-1971 High
R 351C-4V "Boss 351" 1971 High Very rare, solid lifters
R 351C-4V HO 1972 Low Very rare, solid lifters
Q 351C-4V "Cobra-Jet" May 1971-1973 Low Rare
See also the Cleveland-derived Boss 351 and quite different 351 "Windsor"
The 351 Cleveland was introduced in 1970 as Ford's new muscle car engine and was built through the end of the 1974 model year. It incorporated elements learned on the 385 big-block series and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.
Both a 4V (4-barrel carburetor) performance version and a 2V (2-barrel carburetor) basic version were built, both with 2 valves per cylinder. The latter had a different cylinder head with smaller valves, smaller ports, and open combustion chambers to suit its intended applications.
Only the Q-code 351 "Cobra Jet" (1971-1973), R-code "Boss" 351 (1971), and R-code 351 "HO" (1972) versions have 4-bolt mains although all 335 series engines (351C/351M/400M) have space for them even in 2-bolt main form. The main difference between 351W/351C/351M/400M engines is connecting rod length and main bearing size. The 351/400M engines have the largest bearing size and the tallest deck height while sharing the 429/460 bell housing pattern. The 351C engine has a medium main bearing size and shorter connecting rods than the 351W and the 351/400M while retaining the SBF bell housing pattern. The 400M engine has the longest stroke of any SBF or 335 series engine.
All of the 351C and 351/400M engines differ from the 302/351W by having an integrated timing cover casting in the front of the block to which the radiator hose connects.
1973 H-code 2V 351 Cleveland The majority of 351 Cleveland engines are H-code 2V (2-venturi carburettor) versions with low compression. These were produced from 1970 through 1974 and were used on a variety of Ford models from compact to intermediate.
The M-code version was produced from 1970 through 1971. It used a high 10.7:1 compression ratio with "4V" quad-barrel carburetors and the quench head-design 4V heads. Hydraulic lifters were also specified, with the M-code producing about 300 hp (224 kW). 2-bolt main caps were used along with a cheaper cast iron intake manifold.
1971 R-code (Boss 351)
See also Ford Boss 351 engine
The 1971 R-code "Boss 351" used higher compression (11.7:1) with the quench head 4V heads, solid lifters, an aluminum intake manifold, and 4-bolt main caps. It produced about 330 hp (246 kW).
The R-code 351 Cleveland for 1972 was somewhat different. It reduced compression for emissions compliance and used open-chamber heads, although the solid lifters were retained. It produced 277 hp (207 kW) using the new SAE net system.
The Q-code "351 Cobra Jet" version was produced from May 1971 through the end of 1973. It was a low-compression version of the 4V design with the cheaper cast-iron intake manifold but included a special camshaft, dual-point distributor, and 4-bolt main bearing caps. 266 hp (198 kW) (SAE net) was recorded for 1972 which fell to 246 hp (183 kW) for 1973.
Note that there was also a 302 "Windsor"
This engine was built only in Australia, and was intended to give their consumers a five liter alternative to the 351 Cleveland as the Ford "Windsor" series of engines was not commonly available there. Utilizing a locally produced 351 Cleveland block, 302 in³ (4.9 L) was attained by reducing the stroke of the 351C from 3.5 to 3 inches (89 to 76 mm). Additionally, the 302C cylinder heads were designed locally, with smaller combustion chamber to compensate for the reduced stroke of the engine.
This combination of closed combustion chambered quench heads with smaller 2 barrel style ports made a more powerful setup known in the USA as "Australian heads". These heads interchange directly onto 351C engines, and are highly sought outside of Australia as a low-cost method to increase compression ratio. They are a good street alternative to the over ported 4 barrel heads. Using the 302C cylinder heads on an otherwise unmodified 351C will increase the compression ratio beyond a safe level for regular pump fuel. Using the small chamber 302C cylinder heads properly requires engine design changes (deck clearance, piston design, cam shaft specifications) optimized for the intended use.
The big-block FE engine family was getting rather tired and outdated, and the 385 family could not meet the efficiency requirements of the time. At the same time, the small-block Windsor engines were too small and high-revving for Ford's full size car and truck applications. So the company went to work on a new small-block to meet the desired levels of economy while still providing the kind of big-block torque that was needed to move 2+ ton vehicles.
The Ford 400 engine had "square" proportions, with a 4.0 in (102 mm) bore and stroke; it therefore displaced 402 in³ (6.6 L), making it the largest small-block V8 made at that time. It was introduced in model year 1971 with a full half-inch (12.7 mm) longer stroke than the 351 Cleveland, making it the longest-stroke Ford push rod V8 engine. A long-stroke engine has good low-end torque, for which it trades high-end power. This was a good compromise given Ford's requirement for an engine to power heavier mid-size and full-size cars and light trucks. The M-block, as it became known, was the last push rod V8 block designed by Ford, and it had a deck height over an inch (25 mm) higher than the Cleveland. The M-block does share one element with the Windsor family: it has large 3.00 inch main journals.
The 400 was seen as a smaller and lighter replacement for the big Ford 385 engines, the 429 and 460, in Ford's big cars. Weighing just 80% of a similar big block, it was originally available in Ford's Custom, Galaxies and LTD lines, and in Mercury's Monetary, Marquis, and Brougham. Later, it would power the Ford Thunder bird, the Lincoln Continental, and Mark V.
The vast majority of 400 blocks use the same bell housing bolt pattern as the 385 family big-block to make it compatible with the higher torque-capacity C6 transmission used on the large cars and trucks. There were a small number of 400 block castings that use a "small block" pattern on the rear for mounting an FMX transmission. These castings are rare. The 400 was modified in 1975 to use unleaded gasoline.
Engine dimensions 351M/400 351C
Nominal main bearing size 3.000 in (76.2 mm) 2.7149 in (69.0 mm)
Rod length 6.58 in (167.1 mm) 5.78 in (146.8 mm)
Deck height 10.297 in (261.5 mm) 9.206 in (233.8 mm)
When the 351 Cleveland was withdrawn after the end of the 1974 model year, Ford needed another engine in the 351 cubic inch (5.8 L) class, since production of the 351 Windsor was not sufficient and the 390 FE was being retired as well. To replace the 390, Ford took the 400 engine's tall-deck block and de-stroked it, with a shorter throw crankshaft with the same stroke as the 351 Windsor, and taller pistons, to produce a 351 cubic inch (5.8 L) engine whose components were largely compatible with the 400. This engine was called the 351M and as a back-formation the taller-deck block became known as the M-block. These engines were built in Cleveland, and the performance reputation of the 351 Cleveland engine was such that the company continued to refer to "351 Cleveland" in marketing for a couple years after the change.
Light truck usage
For the 1977 model year, Ford decided to replace its ageing FE big-block 360 and 390 engines in its light truck line with its new 351M and 400 engines. For light truck use, beefed-up blocks were designed. These enhancements were added to all M-block engines starting with the 1978 model year.
Replacement in cars
1979 was the final year the M-block engines were used in cars. After that, the Ford 351 Windsor at 5.8 L was the only large car engine used. Reduced demand for large engines due to fuel economy regulations led to the abandonment of the Cleveland production line that produced the 351M and 400 engines.
Replacement in trucks
The M-block engine was designed when first-generation pollution controls were already in place in the United States, and the engine was designed to support the Thermactor air injection reaction (AIR) and exhaust gas recirculation (EGR) systems internally inside the block and heads. Previous engine designs required bulky and unsightly external tubing to feed Thermactor air into the exhaust manifolds and exhaust gas to the EGR valve below the carburetor, but this was all built in to the M-block engine.
This all made adapting the M-block to the second generation of emissions control equipment harder. One requirement of the second-generation equipment was an O2 sensor in the exhaust, which had to be placed before the Thermactor air was added. Since Thermactor air was injected right into the block's exhaust ports in the M-block, there was nowhere for the O2 sensor to go.
It would have been possible to alter the M-block to work, but it would have required significant effort. Ford decided to simply scrap the M-block engines and replace them with updated 351 Windsor engines at the small end, and a combination of the 6.9 L Navistar diesel and the 460 at the top end. 1982 was the last year the M-block was sold.
351 Windsor and Cleveland Identification
Now a 351 Windsor is really a slightly enlarged 289/302, as it's name implies it comes from Fords "Windsor" engine family (a.k.a. the 90-degree V engine family). The thin-wall cast SMALL BLOCK accepts regular sized spark plugs, uses a timing chain in the block, routes water through the intake manifold, features thin main-bearing caps, a very good oiling system, and uses the same heads for 2V & 4V versions. The heads are are small, utilizing in-line valves with relatively small ports. The valves are 1.78" intake and 1.54" exhaust, i.e. the same size as a 289/302. The valve covers are straight (front to rear), attached by 5 bolts, and when removed you can see 351 cast in the lifter valley. The small side-by side (in-line) valves are the dead give-away.
The 351 Cleveland, on the other hand, belongs to Ford's 335 engine family. This thin-wall cast BIG SMALL BLOCK uses the smaller 14mm spark plugs, has a separate front cover (bolted to the block) housing the timing chain and routing water - so that water does not go through the intake manifold, features beefy main caps (wide enough to drill for 4-bolt mains), a poor oiling system, and uses different heads for 2V & 4V versions. The heads make all the difference and these fire breathing babies make this motor the legend it is. On the 4V, the valves are HUGE, measuring 2.19" intake and 1.7n" exhaust (don't remember exactly). Valves this large are only possible via a canted valve arrangement, forming what Ford refers to as a "poly-angle" combustion chamber. The valve covers are not straight - the front is flat and parallel to the ground, but a curve twists the rear parallel to the head. They are attached by 8-bolts and when removed, there is a 4 cast into the corner of the 4V and a 2 cast into the corner of the 2V (at least in 1970). The canted valves are the dead giveaway.
Summary of Quick ID
5-bolt straight valve covers
radiator hose to the intake manifold
small 14mm spark plugs
8 bolt 2-plane valve covers
radiator hose to the intake manifold
radiator hose does not connect to intake
regular 5/8" spark plugs
90 degree family
221 cubic inch
Bore and stroke of 3.50 X 2.87.
One of the rarest engines in its' class.
Produced from 1962 to 1963
Compression ratio of 8.7:1
260 cubic inch
A hybrid of the 221.
Bore and stroke of 3.80 X 2.87
Larger intake and exhaust ports.
Was used in one of the first Cobra's.
Bore and stoke 4.00 X 2.87
200 Horsepower w/ 282 ft-lb torque
Two barrel Ford carb
In 1964, the 289 was available at 210 horsepower, four barrel carb, cast iron intake manifold and compression ratio of 9.0:1
In 1965 the 289 became was now at 225 horsepower, larger four barrel carb and a compression ratio of 10.0:1 This engine was available till the 1967 model year.
In 1968, the engine was reduced to 195 horsepower.
Available from 1964 to 1967
Higher nodularity content in block w/ larger two bolt main caps.
Counter weight balanced crankshaft.
3/8 inch rod bolts
Screw in rocker studs w/mechanical lifter camshaft.
Dual point distributor.
Ford 480 cfm four-barrel carb atop a cast-iron intake manifold.
271 horespower at 6,000 RPM w/312 ft-lb's of torque.
Produced in 1968
Cast iron crankshaft
available with 2 or 4 barrell carburator
horsepower varied from 210 to 230 depending on carburator.
Standard 302 was equipped with 2 barrel from 1969 to 1983.
302 Tunnel Port
Did not see production for consumer market.
Commonly referred to as the 302 TP for Tunnel Port
Pushrods were fitted inside a sleeve
Intake ports were oversized
Intake/Exhaust was 2.12inches and 1.54inches
Two versions available, one with conventional rocker arms for the Trans Am race series and the other using Nascar shaft mounted rocers.
Engines were built by Ford foundry and not by the racing circuit
Top performer of the 90 degree family.
Production from 1969 to 1970.
Available in Mustang 302 Sportsroof and Mercury Cougar Eliminator only.
Four bolt mains
Screw in frost plugs
Canted valves, 2.23 in. / 1.71 in.
Cylinder heads from Ford's 335 Series family.
Threaded rocker arm studs
Push rod guide plates.
Stamped steel sled-fulcrum rockers
Mechanical lifter camshaft
dual plane, single four barrell aluminum intake.
Holley 780cfm carb.
Not to be confused with the 351 Cleveland.
A basic 302 with extended deck height with thicker cylinder walls
Primarily the only interchangeable part are the heads with other small blocks from the 90 degree family.
In 1969, the 351 Windsor reached its' highest horsepower rating of 290 at 5800RPM
Ford MEL Series
In 1958, came the introduction of the MEL series engines. These were some of the largest and heaviest V8 engines Ford had ever built.
383 cubic inch
Developed for the Mercury line of vehicles.
Bore and stroke of 4.30 X 3.30 inches.
Had a two year history starting in 1958 and lasting till 1960
Most of these engines in the two years were known as the Marauder
The Mercury Marauder engines of 1958 came with either 312 horsepower or 330 horsepower, both packed with a four barrel carburator.
In 1959, the Marauder engine was considered a mid range of its' predecessor with a stock horsepower of 322.
In its' last year, the 383 cubic inch Marauder was dropped to 280 horsepower.
410 cubic inch
Less common of the MEL series is the 410 cubic inch
Bore and Stroke of 4.20 X 3.70
Holley four-barrel carb and hydraulic lifters.
475 pounds of foot torque
Also be reffered to as the E-475 engine.
In 1958, Edsel Corsair and Citation models used the 410 cubic inch as their only preference for engine types.
430 cubic inch
commonly referred to as the Bulldozer of the MEL series and lasted from 1958 to 1965
In its' "suped up" version, the 430 was commonly referred to as the Super Marauder and came with three two barrel carburators.
bore and stroke of 4.29 X 3.7 inches
Compression rations started at 10.5.1 but soon began to decline late in 1959 to 10.0.1 at 350 horsepower.
The higher horsepower versions of the 430 remained within its first year of production with horsepower of 365, 375 and of course 400.
In 1959 the horsepower slowly began to reduce, yet hold a moderate 345 ponies even with a slightly less compression ratio of 10.0.1.
In 1960, the big 430 cubic inch used a milder camshaft, producing 315 horsepower.
1963 when the 430 got an overhaul with new pistons and a four barrel carb, pushing compression to 10.1.1 and a horsepower rating of about 345.
It could be found in the 1958 Lincoln Continental Convertible, rating 400 horsepower and nearly 500 foot pounds of torque.
Mercury also used the 430 cubic inch until 1960.
462 cubic inch
By 1966, it replaced its' predecessor the 430.
bore and stroke of 4.38 X 3.83 inches.
hydraulic lifters and a four barrel carb.
the 462 was used for its' smoothness in large passenger vehicles.
It lasted for only two years.
Ford FE Series
332 cubic inch (1958 - 1959)
Compression ratio 9.5:1
Bore and stroke of 4.00X3.30
two-barrell @ 240 hp
1958 series option w/four-barrell @ 265 hp
mechanical camshaft w/machined combustion chambers
last year of production, compression ratio 8.9.:1 @ 225 hp
352 cubic inch
bore and stroke of 4.00X3.50
engine for the '58 T-bird
four barrell carb @ 300 hp
compression ratio 10.2.:1
cast iron crankshaft
forged steel rods, mechanical-lifter camshaft w/machined combustion chambers or cast chambers by 1959.
By 1960, the 352 HP was available with an aluminum intake manifold producing approximately 360 hp.
360 cubic inch
Used in Ford trucks
Lower compression engine with heavy duty internal parts
361 cubic inch (1958 - 1959)
Bore and stroke 4.0469X3.50
10.5:1 compression ratio w/303 hp
In 1959, the 360 cubic inch used cast chambers reducing compression and horsepower.
390 cubic inch (1961-1976)
Bore and stroke 4.05X3.78
Three versions available
1961-1963: 390 cubic inch with 9.6:1 compression ratio, four barrell carb @300 hp.
406 cubic inch
Introduced in 1962
Bore and stroke 4.13x3.78
Same block as 390 HP
Few 1963 blocks came with cross bolt mains.
Revised oil galleries.
410 cubic inch
This is a 390 block with a 428 crankshaft
Four barrell carb.
The stroke is increased .020 in for a total of 3.98 inches
Only used in Mercury vehicles from 1966 to 1967
427 Low Riser
Available through 1963-1964
Cast iron crankshaft and solid lifter camshaft
Intake 2.04 (2.09 inch in 1964) with 1.66 exhaust valves
Some of these engines had cross-bolt mains.
Cast aluminum intake manifolds.
Single and dual four barrell carburators.
Horsepower varied from 410 to 425 depending on setup.
427 Medium Riser
1965 to 1967 all 427 blocks were side oilers.
Forged steel crankshaft
Cap screw connecting rods
Cross bolt mains
427 High Riser
Introduce in 1964
Tallest cyclinder ports and intake manifold allowed for greater air/fuel mixture
Single and dual four barrell
Cast iron crank
solid lifter camshaft
Cross bolt mains
427 Tunnel Port
Available in 1967
Options included Tunnel Port cyclinder heads, four barrell aluminum intake or dual four barrell aluminum intake.
Much like the 427 medium riser in all other regards.
Available as an over the counter option only.
Cast aluminum cyclinder heads
hemi-spherical combusiton chambers
stainless steel valves
428 cubic inch
Introduced in 1966
Bore and stroke of 4.13X3.98
Cast iron crankshaft
forged-steel connecting rods
cast iron intake manifold
345 horsepower @ 10.5:1 compression ration
Variations of the 428 existed throughout its' life span, including the 428 Police Interceptor, 428 Thunderjet and 428 Marauder.
The Police Interceptor contained an aluminum intake, high performance camshaft and beefier connecting rods to produce 360 hp.
428 Cobra Jet
Standard was 2.09 inch intake and 1.66 inch exhaust valves.
Cast iron intake manifold identical to the aluminum one on the police interceptor.
Cast iron exhaust manifolds.
Two-bolt main block
Between 345-360 horsepower
428 Super Cobra Jet
Internal structure differences included Lemans type cap screw rods
The capscrews were shorter than the 427's to clear the block
External engine oil cooler
Ford 385-Series Family
Although there were several variations to the engines of the 385-series family, only two displacements were available---the 429 cubic inch and the 460 cubic inch. Both were introduced in 1968 and lasted until 1973. These engines were heavier and larger than Ford's predecessor---the FE Family.
two-bolt main bearing cap
Bore and Stroke 4.36x3.59
forged-steel connecting rods with 3/8 inch rod bolts
hydraulic lifter camshaft
2.08 inch/1.66 inch intake/exhaust valves
non-adjustable rocker arms
cast-iron intake manifold
4 barrel or 2 barrel carburator
Was available in Ford and Mercury automobiles
429 Cobra Jet
Four-bolt main engine block (with exception to some early 1970 models).
Larger cylinder heads---2.25 inches/1.72 inches intake/exhaust.
Rocker arms were stamped steel 1.73:1 ratio with sled type fulcrums, threaded screw-in rocker studs and pushrod guide plates.
The rocker arms on the 429 cubic inch Cobra Jet were also adjustable prior to 1969.
Cobra Jet used a Rochester Quadrajet carburetor atop a spread-bore cast-iron manifold.
429 Super Cobra Jet
4 bolt main engine blocks
Forged aluminum pistions
Mechanical lifter camshaft
Adjustable rocker arms
780cfm Holley four-barrel carb
All aluminum cast cylinder heads
Cresent type combustion chambers
Intake/Exhaust valves of 2.28in and 1.90inch
Exhaust valves are "D" shaped
4 oil galleries
Identified by casting 429HP on block
Higher iron nodularity content with thicker cylinder walls
2 Versions of the 429 Boss existed, they were 820-S & 820-T
Forged steel cross-drilled crankshaft
Forged aluminum pistons
Aluminum dual plane manifold w/735cfm Holley four barrel carb
Larger Outboard bolts in #1 main bearing cap.
Deck height was grooved for O rings.
Larger machined refliefs for exhaust pushrods
Longer street rods, than the Boss 429-820S type
Some blocks had full hemi design, others crescent type
Stainless steel intake valves
Magnesium valve covers and intake manifold.
Produced from 1968 to 1996.
Available in Ford, Mercury and Lincoln.
Same as 429, but with longer stroke. (3.85 inch)
During its earlier years, pre 1973, horsepower was rated at 365. After 1972 horsepower ranged from 208 to 275.
Intake/exhaust valves are 2.08/1.66
Intake/exhaust valves for the Police Interceptor 460 heads (from 1973-'74) measure 2.19/1.66
Ford 335-Series Family
The 335 Series consisted of versions of the 351 and 400 blocks. It lasted from 1970 to 1975.
canted-valve cyclinder heads.
bore and stroke of 4.00 X 3.50.
a light weight block to beat.
one of the most desirable V8 engines Ford had to offer.
a two barrel or four barrel setup.
From 1970 to 1971 the 351 boosted between 250 to 240 horsepower.
As time progress, the 351 Cleveland saw lessor horsepower until its' demise in 1975.
the 351 Cleveland four barrel came with dual exhausts, a higher compressions ratio, larger intake/exhaust valves and four bolt mains during the first year of production.
the 351 Windsor, which belongs to the 90 degree V8 family and bears no resemblance or connection to the 351 Cleveland.
Introduced in the fall of 1971
mostly of four bolt mains, however there are some with two bolt mains.
possessed a spread bore bolt pattern cast iron manifold
Autolite carb 4300-D
Horsepower varied from approximately 280 during the first year of production down to 265 by 1973.
only available in the 1971 Boss 351 Mustang
Four bolt mains
high nodular iron crankshaft
solid lifter camshaft with screw in studs
an aluminum four barrel intake
In 1972, Ford rolled the 351 Boss over into the 351 High Output for the new year.
Slighltly less desirable, the 351 High Output used the spread bore bolt pattern cast iron manifold
With a milder camshaft, the output of the 351 HO was about 275 horsepower.
351 M and 400
By 1975 the 351 Modified was issued with Cleveland heads
a two barrel carb.
a cast iron intake manifold.
a two barrel carb.
the 351 Modified and the 400 which was introduced since 1971, are virtually identical with very few exceptions.
Ford Y Block Series Family
239 cubic inch
Cast iron crankshaft, intake and exhaust
Aavailable in Ford cars in 1954 and 1955 Ford trucks
256 cubic inch
Used only on Mercury vehicles and in F-series Ford trucks
Compression ratio of 7.5:1
161hp at 4400RPM
272 cubic inch
Two versions available for 1955
Two barrel carb with 7.6:1 compression and 162hp
Four barrel carb with 8.5:1 compression and 182hp
In 1956 horsepower varied with automatic or manual transmission
In 1957, the 272 cubic inch reached 192 horsepower
292 cubic inch
First introduced in the T-bird and Montclair
All used four barrel carb in 1955, but horsepower varied, but average around 200 depending with manual or automatic transmissions.
Bore and stroke: 3.75x3.30 in.
Following years were produce less horsepower, until its' demise in 1964
312 cubic inch
Largest Y Block of its kind
Bore and stroke: 3.80x3.44 in.
Two versions were introduced, both with four barrel carbs and dual exhausts.
Introduced, once again in the 1957 T-Bird, it gained critical aclaim for producing horsepower over 300 while equipped with a Paxton supercharger
317 cubic inch
Cast nodular iron crankshaft supported by five bearing journals at 2.62inch
Rod journals measured 2.249 inches
8.0:1 compression ratio and 205hp at 4200 RPM
An improved Holley carb, high lifter cam, dual diaphram distributor and freer flowing exhaust
341 cubic inch
Last only for 1955
Increased bore to 3.94 inches
Compression ratio of 8.5:1 with 225hp at 4400RPM and 332ft.lb of torque
368 cubic inch
Introduced in 1956
Increased bore and stroke to 4.00X3.66
285hp @ 4600 RPM with 402ft.lb. of toque
Compression ratio is 9.0:1
Larger exhaust valves at 1.64 inches, bigger fuel pump and dual diaphram distributor
Black painted valve covers and air cleaner
Following production year had slightly revised enhancements including 10.1:1 compression, Carter four barrel carb and a spin on/off oil filter
If you can turn your not going fast enough