The Titus Block
OEM Clevelands and Windsor-based blocks don't have the strength to accommodate the amount of power we can make with today's power adders. The Titus Aftermarket Cleveland Block – designed to withstand as much power as you can make – keeps the best parts about the 351 Cleveland's architecture and improves the design, making it even better than the original.
This means more power, more cubic inch capacity and MORE FUN.
Titus Performance Aftermarket Cleveland Block
Available in: Aluminum or Iron
Engine Block, Aftermarket 351 Cleveland, Aluminum or Cast Iron, 9.2-9.7 Deck Height, 2-piece Rear Main, 1-piece Rear Seal
Cast Iron Block: $4,800
Aluminum Block*: $6,800
*Recommended for most applications
Call to order: +1 301-932-9292
Made in the USA
Ships from Maryland, USA
500+ Cubic Inches
Accommodates 4.600”+ stroke Crankshaft
Accommodates 4.200” Bore
Accommodates Larger Journal Camshafts
Standard or Custom Lifter Locations
Thicker/Wider Main Caps
2pc Rear Modular Main Cap
1 pc Rear Seal
Zero-Leak Gold® O-ring Block Plugs
Coated Bronze Cam Bearings
Heavy Duty Redesigned Thrust Plate
Available with 14 or 18 Head Bolts
2020 Block Updates
Raised Camshaft centerline:
Allows larger stroke crankshafts and larger journal cams without connecting rod to camshaft interference.
Improved valve train geometry and stability
Timing sets are more readily available than standard 351 Cleveland sets with more options of timing gears from stock type to billet adjustable.
Thicker thrust plate is more robust than stock 351 Cleveland allowing more room for thrust bearings
Lighter timing gears
Lower timing gear has proper hub and ID for aftermarket Windsor snout crankshafts
Redesigned Main Caps
Main Caps are 22% stronger
Total weight of all caps has not been increased due to new design modular rear cap
Added option for front and rear splayed main caps. Exterior oil pump required for splayed front main cap
New Block Plugs
Block plugs have been redesigned and lightened
Aluminum anodized plugs replace plated steel plugs
Plugs now have a secondary sealing surface
Galley plugs are now AN O ring plugs instead of NPT
2020 revisions DO NOT affect crankshafts, camshafts, oil pans, timing covers or other Cleveland bolt-on parts.
Titus Performance maintains inventory of timing sets for the raised cam feature.
Timing Sets have no increased price over standard Cleveland sets (higher-end billet sets are actually less expensive than standard Cleveland billet sets).
The Billet Cam Belt Drive has been redesigned to accommodate the increased crank to cam centerline.
Specs listed are for a standard replacement block with no options.
Torque Specs - 1-5 outer bolts:
7/16”, 55 ft lbs
Torque Specs - 1-5 center bolts:
½”, 95 ft lbs.
Finished to .8745 - .875
3.990 or 4.115 unfinished
Deck Height - Standard Windsor:
Deck Height - Standard Cleveland:
This block should be prepared and assembled by an experienced, professional engine builder.
Main Webs: In the design of the Titus, the main webs were designed much thicker than standard Cleveland blocks. The cylinder's bottoms are also expended closer to the the crankshaft centerline to allow for more piston stability with long stroke engine combinations. The webs are machined to allow for the maximum thickness for block rigidity. It is very important to mock-up the engine to check for clearance of moving parts, especially counterweight and connecting rod clearances to block. There are a multitude of crankshaft connecting rod and piston combinations available for these engines and each needs to be checked properly.
Distributor: Before engine final assembly the distributor should be test fitted to ensure gear clears the lifter galley plug. The plug can be shortened or the thread may be tapped deeper if needed. The thread is 1/4" NPT. Shorted pipe plugs are available from Pioneer part #PP 584.
Priority Main Oiling: The Titus uses priority main oiling. The lifter oil galleys are separate from the main galley. Solid roller lifters MUST use a compatible lifter. Lifters must use feed holes that are perpendicular to crankshaft centerline.
Dip Stick: The bottom rail of the block may need to be notched for full dipstick engagement. A notch or drilled hole will allow longer dipsticks in the front stump.
Thrust Bearing: depending on the bearing used inside of the flanges may need to be champhered to clear the filet in the blocks.
Head Studs: The use of head studs is highly recommended, especially on aluminum Titus blocks.
Lifters: The lifter is finished to the small side of tolerance. Due to the many variations in lifter sizes and clearance preferences, most engine builders prefer the lifter bores on the smaller side of tolerane. Lifter bores may need a light hone for some lifters. Alumium blocks grow with heat more than steel lifters so the tolreance will grow as the engine temperature increses. Consult your enine builder or lifter manufacturer for clearanc erecommendation. Lifters with Windsor oiling must be used The pushrod oil supply hold must not be in line with the oil galley int he block.
Cam bearings: Front #1: F26-1, #2: 351HP-2, #3 351HP-3, #4: 351HP-4 $3q5 #5: 351HP-5
Rear Seal: The Titus is mahined for a late odel 351W one pience rear man seal. A FelPro #2921 or #2942 or equal will fit.
Water Plugs: The water plugs are machined and supplied for use with an O-ring seal on aluminum blocks. These should be installed with sealant on the threads and light grease on the O-ring. To allow for the larger bire capacity nd water volume, the sides of the block have been contoured accordingly. Check engine mount for fitment to ensure proper clearance. Engine mount may require clearancing for proper installation. Check bell-housing and transmission dust sheild for proper mating to block in the water plug area, some modification to the dust sheild or bell housing may be required. This is especially important with thick er aftermarket bell housings.
Dry sump/ External Wet Sump: Blocks machined for external oil pumps are machined with a -10 AN inlet fitting. CVF-1010 or CVF 1012 or equal.
Main Caps: Main caps and block should be de-burred before reinstalling. Care in installation will ensure correct main size is maintained.
Hydraulic Roller Lifters: The bar hydraulic roller lifters must be used.
Lifter Valley: Drain holes in the lifter valley are lift undrilled. A drain provision for the lifter valley MUST be provided by the builder either by dry sump suction or by drilling drainage holes in the bottom of the valley above the cam. The location of the drains are up to the builder as there are many preferences of locations.
Washing: Final washing should be very thorough. Careful attention should be paid to all oil galleys and water jackets to ensure all debris is removed.