Cleveland engines continued

In the U.S. for the very brief period that the musclecar/horsepower craze continued during the 351C’s early life, the 4V spawned a small clutch of developments:- the 1971 Boss 351; the 351CobraJets, or CJs; and four bolt mains caps. These were U.S. only developments and never made it to the Australian chapter of the 351C story to which we now turn.
The first 351C engines to appear in an Australian Ford were those fitted to the XW GT Phase 1.5s built in February, 1970. The U.S. 351C was announced for the 1970 model year and introduced in September, 1969, so it took less than six months for the Cleveland to appear in Australia. The Phase 1.5 - one and a half - was to all intents and purposes an XW GTHO with all the running gear from the 351 Windsor powered Phase1 but with an imported 351C 4V engines fitted. They were cars to tide the market over until the full production Cleveland powered XW GTs were released in April, 1970. The regular production XWGT, powered by the 351C, then ran out the XW model to October, 1970. Later, introduced in June, 1970, was the XW GTHO Phase2 fitted with the U.S. imported 351C engine which had a solid lifter camshaft, and a 750cfm Holley carburettor. You can see that the 351C was regarded first and foremost as its flagship engine.
With the October, 1970 introduction of the XY Falcon and ZD Fairmont range of cars, the Cleveland progressed beyond its performance image and 250hp, two barrel carburetored, 2V versions were offered as the top option on both models. The 300hp, four barrelled, 4V version of the engine was only offered on the XY GT and GTHO. Both these engines were still imported, but Ford Australia was keen to build its own and had tooled up to provide locally manfactured 351C and 302C engines. Why tool for a 302C engine when they had been using the 302W ? Well, it provided economies of scale, being able to use all of the ancilliary parts from one engine on another, and all for the sake of a different crank and rods.
And so the March, 1972 introduction of the Australian designed XA Falcon range also saw the debut of Australian built 351C and 302C in two barrel carbed, 2V form. There have been some reports that 302C’s were fitted to Brisbane built, December, 1971 XY Falcons. Brisbane cars have the letter ‘H’ as the second leter of their VIN. For the moment, the four barrel, 4V engines were imported, but by the early/middle of 1973 Ford Australia had developed their own four barrel fed 351C but used their own 2V style heads on the engine.
This is where the 2V and 4V descriptive terms become somewhat entwined. The distinct separation that applied in the U.S. between 2V and 4V ensured that a 2V Cleveland had a two barrel carb and inlet manifold, small inlet and exhaust ports and an enlarged chamber volume, while the 4V Cleveland had a four barrel carb, large inlet and exhaust ports and reduced size chamber volume which created a higher compression ratio. Now the Australians introduced a 2V head that took either a two or a four barrel carb inlet manifold, and had a large, but not as large as the U.S. 2V, open chamber size, plus, for further confusion, they introduced a 302C engine that had 2V heads which had a two barrel carb but a chamber volume smaller than anything the U.S. had offered, even on their highest performance Clevelands.