The 351 Cleveland is famous for its airflow, canted-valve architecture, and the kind of high-RPM character you normally only find in big-block race engines. But the Cleveland also responds differently than the Windsor and other small blocks — cam timing, compression ratio, header size, and intake selection all matter more than they do on most Ford engines.

If you’re planning a 351C build, this guide breaks down the three most common combinations:

Street Torque (2V or Aussie 2V heads)
Street/Strip (U.S. 4V closed or open chamber)
Boss-Style / Track-Leaning (4V closed chamber or aftermarket aluminum)

Each build includes detailed specs for camshafts, compression ratios, headers, gear ratios, and supporting mods.

1. STREET TORQUE BUILD

(2V or Australian Closed-Chamber 2V Heads)

Best For:

Daily drivers, cruisers, Broncos, F-150s, and anything that needs real-world torque and good manners.

Ideal Heads:

U.S. 2V open-chamber heads
Aussie closed-chamber 2V heads (go-to street combo)

Target Compression:

9.3:1 to 9.6:1 with closed-chamber/quench heads
8.8:1 to 9.2:1 with open-chamber 2V heads

Camshaft Specs (Hydraulic Roller):

Duration @ .050: 210°–218°
Lift: .520″–.540″
LSA: 112°–114°
ICL: 108°–110°

Intake Options:

Dual-plane: Dual-plane: Blue Thunder 4V; Edelbrock Performer 4V for factory 4V ports; RPM Air-Gap 7564 for 2V/Edelbrock RPM heads.
EFI alternative: 4150-style throttle-body EFI

Carb / EFI Sizing:

Carb: 650–750 CFM
EFI: throttle body sized to ~750–850 CFM equivalent for typical street builds

Headers & Exhaust:

1⅝” primaries
2.5″ dual exhaust with an H-pipe or X-pipe

Rear Gears:

Auto / OD: 3.25–3.50
Manual: 3.50–3.73

Expected Character:

Strong off-idle torque
Pulls clean to ~5500 RPM
Smooth idle, great vacuum, very forgiving tune-up
Perfect for street trucks and weekend Mustangs

2. STREET/STRIP BUILD (THE CLASSIC 4V CLEVELAND)

This is the “Cleveland Experience” most people imagine.

Ideal Heads:

U.S. 4V open-chamber heads (common)
U.S. 4V closed-chamber heads (best for compression + quench)
Aluminum 4V-style aftermarket heads

Target Compression:

9.7:1 to 10.2:1 with quench
9.3–9.5:1 recommended for open-chamber heads unless using quench pistons

Camshaft Specs:

(Hydraulic roller or solid flat tappet)

Duration @ .050: 224°–236°
Lift: .560″–.600″
LSA: 110°–112°
ICL: 106°–108°

Intake Options:

Dual-plane high-rise:

Blue Thunder 4V
(Alternate dual-plane for 4V: Edelbrock Performer 4V — low-rise)

Single-plane:

Weiand X-CELerator
Holley Strip Dominator
Edelbrock Torker

Carb / EFI Sizing:

Carb: 750–850 CFM
EFI: larger throttle body for RPM-focused combos

Headers & Exhaust:

1¾” primaries
2.5″–3.0″ exhaust (3.0″ only for higher RPM or small exhaust losses)

Rear Gears:

3.70–4.11
Converter: 2800–3200 stall

Expected Character:

The usual ‘lazy under 3000’ reputation mostly disappears with the right cam, intake, and gearing.
Pulls hard to 6500–6800 RPM
Sharp, aggressive tone
Strong midrange to top-end sweep

3. BOSS-STYLE / TRACK-LEANING BUILD

For people who want old-school Trans-Am energy.

Ideal Heads:

U.S. 4V closed-chamber
Aussie 2V closed-chamber (street-biased version)
High-end aluminum heads

Target Compression:

10.2:1–10.8:1 on pump gas with careful tuning
11:1+ for race fuel or E85

Camshaft Specs (Solid Roller or Solid Flat):

Duration @ .050: 246°–252°
Lift: .600″–.650″+
LSA: 108°–110°

Mandatory Oiling Mods:

Because high RPM exposes the Cleveland’s oil distribution quirks:

Lifter-bore bushings (controls lifter bleed-off)
Oil gallery restrictors
High-volume pump matched to clearances
7–8 qt baffled pan w/ windage tray
Welded pickup
Verified distributor gear mesh

Exhaust, Intake, and Driveline:

Single-plane intake only
1¾”–1⅞” headers
3.91–4.56 gears
3200–3800 stall

Expected Character:

Peak power around 6800–7200 RPM
Needs careful idle tuning
Old-school solid-cam attitude
Pure “Boss-style” sound and behavior when done right

Additional Notes for All Builds

Piston Choices

Flat-top pistons with zero-decking are ideal for quench.
Dished pistons help open-chamber heads behave better.

Fuel Requirements

9.0:1–9.5:1: 87–89 can work with tight quench and conservative timing, but plan to step up to 91 in heat or under heavy load.
9.7:1–10.2:1: 91+ recommended
10.5+: 93+ or E85 if available