Well all, I am looking at a Stock 400 engine that we have stored out back. My Yblock is having issues and I am not too positive that I will be able to save up the green needed for a rebuild. Now I have been around some 400 and 351M Fords, but mostly in stock configuration. And I was too young to really learn too awful much about them. So what I know is that supposedly many Cleveland parts fit on the 335's such as heads and cams. Any other pieces that fit? This motor out back needs a starter(it just flat out doesn't have one). I was doing a very basic hunt, and it looks like the FE starters fit. Is this truth, or are there some things that I needs to be aware of? Lastly, it seems that the 335 series is known for high torque and crappy mileage. Is this true? Are there any tricks to getting mileage to somewhere that would be considered reasonable. ie more than the 8MPG I keep hearing about? And any general tips and tricks that people have learned over the years. Now I know there are going to be a bunch of posts that scream out "Boat anchor", "rebuild the 292", etc, etc. Truth of the matter is that this truck needs to get back into running shape, and I have to figure out what my options are. The 400 is here, so I don't have to do anything but clean it up and make mounts. It is already mated to a trans so I don't even have to mess with finding that. Free is very tempting. The 292 may need to be gone through completely. Which could get very expensive. I am hoping that by learning a bit more about the 335 I will get a better picture of what I really will be walking into.
Hello, I have a 400 in a 77f-350 and it is a welding truck and it has plenty of power to pull whatever I hook up to the trailer hitch with about 2 tons of stuff already on the truck. If you already have it you might as well use it. I have never made any mounts for some so I cannot comment on them but they cannt be that hard to make. I would go over to www.ford-trucks.com and look at the engine section and read all that you want about these engines.
Thanks for the response okiewelder. Out of curiosity, since you have one in a work truck. What kind of mileage do you get out of that truck? And how is the reliability and parts availability? And the "since it's there" thing is the main reason I am considering the swap. I am also thinking about finding n older Crown Vic for a future swap. Old cop cars go for a song around here. So if I can find one that I could run for a while, as I was doing the needed body work and such on my F100 then perform a swap when it is finished, then I might end up ahead anyway. I have a few options, so I am hoping by knwing the advantages of each idea, I may make a decision that will make the most sense in the long run. Maybe.
I was in the same "run what ya got" situation. There is info out there... some links http://www.network54.com/Forum/119419/ http://www.hotrodders.com/forum/ford-351-modified-67946.html?highlight=400M http://www.tmeyerinc.com/400Ford.htm After a quick review I find that quite a few of my links have gone dead. The ones listed above are OK. There are defiantly two opposing camps on this engine, with the 'boat anchor' side being the most vocal. Remember this is an early smog engine, and retarding the camshaft was the cheap ticket to emissions control at that time. The consensus is that the right cam will wake one up. One problem you are going to face off the top is the trans... unless its a rare '71 block you will need the 'tall case' big block 429/460 trans. I'm using the (rebuilt) C6 that originally came behind my engine. without a bit of research I couldn't say the truck version has a different gear set. Mine came out of a Lincoln, and was in sad shape before the rebuild. I was getting 14-16mpg with the 2bbl for the breif period of time I drove it before yanking it out. Without ripping off this thread I also have a question... Anyone know (or have for sale) valve covers that will fit over roller rockers?
I have roller rockers in my 351C with the factory stamped covers. They clear just fine. The 400's were in poor tune from the factory, so they got a bad reputation. A rebuild with good parts will make plenty of power. One issue is the open chamber heads. They can't take much compression without detonation. The closed chamber big port 351C heads will fit but regular intake manifolds won't mach up. There are adapter plates to use the 351C intakes, and there may be special intakes on the market now.
Thanks for the links, I am reading up on them. I am lucky n the fact that I already have a mated trans. A C6 of unknown vintage, but it is all together. The PO of the motor supposedly street raced it in a Torino(I believe) and pulled it because he did a switch to a Windsor. It has already got a 4bbl manifold but it looks like it may have stock heads and such, so I think that the race thing is possibly BS but I won't truly know until I get it apart. I am aware of the low compressions and retarded cam, so those will be some things that switched out. This motor also has some pretty tall finned M/T valve covers that "look" like they would clear rollers.
Thanks for that info... haven't tried them yet. Now I'll have to fall back to the 'butt ugly' argument to get rid of these things.
the 335's i have seen came in u-haul trucks. they seem to produce lots of torque and lousy gas milage.
The 351M & 400 were smog era motors with low comp & retarded timing, stuck in barges like the Gran Torino, trucks & such. Better cam, timing set & Cleveland heads(stock or aftermarket) will help. Seems to be some exotic built 400s were in 1 of the engine challenges & Hot Rod Mag had a build using Chevy rods & 340 Mopar pistons really isn't any reason they shouldn't be as good as anything else.
I had a 400 years ago in a '72 LTD. It had the C6 & a 2 barrel carb. On the highway running from San Antonio to Corpus (about 150 miles) I pulled about 17 MPG @ 60. The car was fast for what it was- though definately not the fastest barge on the street. Full size trucks would get less MPG, of course.
The Ford engine series commonly referred to as the Cleveland (351C, 351M, 400, Austrailian 302C) was known inside Ford as the 335 series. The 429/460 was the 385 series.
Did Ford make a 335?? I have a ex U-Haul truck that has a 330XD engine. 1977 model. Looks to me like it's a 390 block. Maybe a 390 de-stroked and small bored to a 330??? I'm sure it has tons of miles on it but it uses almost no oil to speak of. I was told this engine has 4 ring pistons, 4 bolt mains and is made of better material? Just what I was told. I've never gone into it. NAPA and Carquest have no listings on this engine even for tune up parts!
Like you, I scored a free 400 with a C6. Since then, I've been collecting information about them. I didn't record where I got it all. Also, I have no first hand knowledge or experience with them because I haven't worked on mine much yet. One tip I can give you is to make sure it wasn't manufactured in Michigan because those blocks are prone to cracking. Although if it's not cracked after that guy racing it, I wouldn't think it would be likely to crack in your truck. Good luck. I hope this helps. This is going to be a lot of information to wade through: By David ReschHigh Performance Options for the 351M/400 EngineFrom 1977 to 1982, M-block (351M/400) engines were a mainstay of Ford light truck powerplants. During this period, the M-block 400 was the largest V8 available from the factory in a 4x4 truck (Bronco or pickup). The 460 was not a factory option in 4x4 pickups until 1983. This article provides information on the wide variety of performance components available for the often overlooked M-block engine and provides some background on the M-block engine's origin and design. History In the 1960s there were two major developments in Ford V8 engine design for street vehicles, the lightweight thinwall casting engine block and poly-angle chambers with canted valves. In 1962, Ford introduced its first V8 engine with lightweight, thinwall block castings, the small block 221. This engine was also the first design in the 90-degree small block family that would ultimately grow to include the 260, 289, 302, and 351 Windsor. The first Ford engine design to incorporate poly-angle chambers and canted valves was the 385 series big block. The first 385 series engines were the 429 Thunder Jet introduced in 1968 Thunderbirds and the 460 introduced in 1968 Lincolns. In 1968, Ford also introduced the Tunnel Port 302 engine to compete in the FIA Trans Am racing series. After some embarrassing failures of the Tunnel Port 302 engines, Ford developed the Boss 302 and introduced it in 1969. The Boss 302 cylinder head was an all new design with huge ports and valves (even bigger than the Tunnel Port's) for maximum breathing efficiency. The Boss 302 proved successful in Trans Am racing and it was sold to the public as a high performance option in Mustangs for two model years, 1969 and 1970. After the initial success of the Boss 302, Ford engine designers developed a completely new, larger displacement engine to take advantage of the free-breathing Boss 302 cylinder head. Introduced in 1970, the 351 Cleveland was the first in a new engine design family known as the 335 series. The first M-block, the 400, was introduced in the 1971 model year as a longer-stroke variant of the 351 Cleveland design. The 400 was the ultimate development of the 335 series, and it was the last pushrod V8 engine that would ever be designed by Ford. The 335 Series Engines The were two engine types in the Ford engine design family known as the 335 series, the 351 Cleveland and the M-block. There were several variants of the 351 Cleveland (351C) engine, but there were only two M-block variants, the 351M and 400. From 1971 to 1982, Ford manufactured millions of M-block engines for use in mid-sized cars, full-sized cars, luxury cars, and light and medium-duty trucks. Compared to the 351C, the 400 featured a completely new block with the big-block (429/460) bell housing bolt pattern, over 1" taller deck height (10.297" vs 9.206"), larger crankshaft main journals (3.00" vs 2.749"), and longer connecting rods (6.58" vs 5.78"). The 400's bore diameter (4.00") and bore spacing (4.38") match those of the 351C and the later 90-degree small blocks (289, 302, and 351W). The 400 produces its additional 49 cubic inches of advertised displacement with a 4.00" stroke of the crankshaft. In fact, the 400 has the longest stroke of any factory stock Ford V8 engine! Both engine types in the 335 series share certain design characteristics, but the only major component interchangeable between 351C engines and M-block engines is the cylinder head. Several internal components and accessories interchange, including camshafts, timing sets, water pumps, fuel pumps, oil pans, distributors, and thermostat housings. When it was introduced in 1971, the 400 was available in Customs, Galaxies, and LTDs. It was developed as the 351C's big brother, and it was designed to provide brisk acceleration for big, heavy, full-sized cars. Big torque at low engine speeds was a major priority of the 400's design, and the 400's long stroke helped to assure that performance in a package that was both smaller and lighter than its predecessor, the 385 series (429/460) big block. In 1971, the 400 used a flat top piston that produced a 9.0:1 compression ratio. In 1972, compression was lowered with a dished piston that produced only 8.4:1 compression. The low compression piston was used until M-block production ceased in 1982. Beginning in 1973, Ford retarded the camshaft timing on some 335 series engines to meet emission control regulations. Production of the 351C ended during the 1974 model year. To keep up with the market demand for engines in the 350 cubic inch class (which apparently Ford couldn't do with its production of the 351 Windsor alone), the 351M was developed. The 351M was first used in passenger cars in the 1975 model year. The 351M was a simple, de-stroked adaptation of the 400. It uses the same block as the 400 with a shorter stroke crankshaft (3.50"), the same M-block connecting rods, and a unique piston with a taller compression height to compensate for the shorter stroke with the same rods in the same block. In fact, the only difference between the 351M and 400 is the crankshaft and pistons. All other components are the same. In practice, Ford did use slightly different components in the 351M and 400 for different applications and for performance reasons, such as camshafts, timing sets, and valve springs, but functionally, the engines were identical except for crankshafts and pistons. The 351M's unique piston was a dished type that produced 8.0:1 compression. Interestingly, the 351 Cleveland built such a strong performance reputation and market appeal that Ford referred to the 351M as a "351 Cleveland" in their own marketing literature for at least the first couple years after the 351M was introduced. Ultimately, this led to a lot of confusion, and even a mistaken belief among some pickup truck owners that their trucks had 351 Cleveland engines. In fact, the only trucks ever equipped with a 351 Cleveland engine by the factory were '70-'74 Rancheros, which shared the Torino's platform and powertrain options. Both M-block engines were used in passenger cars through the 1979 model year. After 1979, the biggest engine available in a Ford passenger car was the 351/5.8L Windsor, and it was available in the US only in the Crown Victoria police package. In Canada, the 351 Windsor was available in both the Crown Victoria police package and in a Canada-only Crown Victoria trailer-towing package. In the late 1970s, American manufacturers began using metric designations for engine displacement. The 351 cubic inch engines (both 351 Windsor and 351M) were referred to as 5.8 liters and the 400 cubic inch engine was referred to as 6.6 liters. The W (Windsor) and M suffixes were attached to the 351s' metric designations to distinguish the two types, i.e., 5.8W and 5.8M. The Demise of the M-Block Unfortunately, the M-block was first developed at the beginning of the 1970s, when automotive emission control regulations became more stringent, low-lead and eventually unleaded fuels were mandated, and the microcomputer technology that would someday allow high power output and low emissions to coexist was still many years away in the future. Almost from the beginning, the M-block was crippled with primitive, first generation emission control devices (AIR pumps and EGR systems) and crude mechanical "de-tuning" (retarded cam timing and low compression ratios) to meet emission control regulations. As a result of these unfortunate circumstances, the M-block's real power potential was never developed by the factory, and worse yet, the M-block itself was perceived by the public to be merely a low compression "smog" motor. Consequently, the M-block has been woefully overlooked by many Ford performance enthusiasts. The ultimate cruel irony in the M-block's history was that it was so well adapted to the primitive, first generation emission control systems, it was not easily updated to work with more modern electronic engine management systems and it was phased out of production at the end of the 1982 model year. All 335 series intake manifolds are designed to provide internal plumbing for both the Thermactor air injection system and the EGR system with no modification to the cylinder heads, exhaust manifolds, or other engine components. Unlike the small block and big block engines, the M-block required no cumbersome and unsightly external tubing to feed Thermactor air into its exhaust manifolds and feed exhaust gas from the manifolds to the EGR valve. The M-block intake manifold simply used the cylinder head's existing exhaust gas cross-over passages to inject fresh air from the Thermactor pump into the exhaust gas stream and feed exhaust gas to the EGR valve through a unique spacer/adapter under the carburetor base. By the early 1980s, the new generation of automotive emission controls depended on electronic engine management systems with "feedback" control of the fuel/air mixture. These systems require an oxygen sensor in the exhaust gas stream to measure the amount of O2 (unused atmospheric oxygen, which indicates a lean fuel mixture). For these systems to work, the fresh air injection point (still required for the catalytic converter) must be downstream from the oxygen sensor to prevent false readings. The M-block, with its air injection point right inside the cylinder heads' exhaust ports, was not easily adapted to a feedback mixture control system. Actually, it would have been a simple matter to install a more complicated Thermactor air injection system (like the ones used on other Ford engines) and pipe the fresh air to ports located just in front of the catalytic converter. However, with less demand now for the 350-400 class engines (used almost exclusively in full size trucks and Broncos), Ford apparently decided it could meet those production needs with the 351 Windsor engine alone, and since a few components were shared between the 351W and 302, it probably made economic sense to discontinue the M-block, which was by now an "odd duck" in terms of manufacturing adaptability. Big Block Engine Swaps Many owners of Ford trucks that were originally equipped with M-block engines have chosen to upgrade their vehicles' performance by replacing the M-block with a 429/460 big block. In fact, this particular engine swap is so popular that an aftermarket industry has emerged to cater to it. (L&L Products in Dallas, Texas was originally founded specifically to manufacture and market components for Ford 385 series big block engine swaps.) On the other hand, an M-block engine in factory trim has vast, untapped power potential. It is smaller and lighter than a big block (which is why it was developed in the first place), and when properly built, the M-block's power output is comparable to most big blocks.* *Big Block Lover's Disclaimer: Please note that I am not asserting that "any" M-block can beat "any" big block, but I am proposing that for the same time and money you put into the engine swap itself, you can build an M-block that will eat most of the big blocks out there. Yes, yes, when all other things are equal, cubes = power, and you can always build a bigger engine that will stomp smaller engines. But when you factor in the costs and time (and hassles) involved in swapping engines and the "real-world" handling performance penalties of excess weight on the front end of the vehicle, it's easier to put the benefits of the M-block engine in perspective. Comparing M-block Power to Big Block Power In 1971, before SAE "net" power measurements, the 400 was rated at 260 hp @ 4400 rpm. By comparison, in 1971 the 460 was rated at 365 hp @ 4600 rpm. Bear in mind that these numbers compare a 400 with a 2V carburetor and 9.0:1 compression ratio to a 460 with a 4V carburetor and 10.5:1 compression ratio. 1971 is an interesting year to compare because the 400 had its original flat top pistons and a decent compression ratio. If you consider that the 1971 351C with a 4V carb was rated at 285 hp @ 5400 rpm with a 9.0:1 compression ratio, you begin get an idea of the 400's awesome power potential. I estimate that with a 4V carb, a decent cam (like the 351C had), a 10.5:1 compression ratio (like the 460 had), and 1971-era emissions controls, the 400 could have easily put out 325+ hp. The next year (1972), when more aggressive emissions controls were implemented and SAE net power measurements were used, the difference between the power output of the 400 and 460 was even narrower: 172 hp @ 4000 rpm (400) vs 212 hp @ 4400 rpm (460). Comparing maximum torque figures for 1972 (SAE net measurements) shows even more dramatically how close the two engines' power output is: 298 ft lb @ 2200 rpm (400) vs 342 ft lb @ 2800 rpm (460). At its peak torque, the 400 produces almost 90% of the peak torque of the 460, and it does it at less than 80% of the 460's engine speed. The 1972 comparison is a little more fair because the 460's compression was dropped, too. Now we're comparing a 400 with 8.4:1 compression to a 460 with 8.5:1 compression. Don't forget, though, we're still comparing a 400 2V to a 460 4V. Interchangeable Components in the 335 Series Even though the M-block was relegated to smog oblivion by the factory, and even though the M-block has been mostly ignored by the aftermarket performance industry, the 351 Cleveland is well supported and the M-block has just enough in common that it can share several key performance enhancing components. Even though you may have heard otherwise, there are several excellent high performance options available for Ford's M-block. When looking for M-block performance components or (more likely) performance components that can be adapted to the M-block, you need to keep in mind which of the 335 series (351C/351M/400) engine components are interchangeable. Note: In the following table, components listed as 100% interchangeable are mechanically interchangeable between all 335 series engines (i.e., a direct bolt-in). But keep in mind that, even though they might be mechanically interchangeable, any particular version of a component may not be suitable for use in a specific M-block application. <TABLE dir=ltr border=1 cellSpacing=2 cellPadding=12 width=577><TBODY><TR><TD height=43 vAlign=top width="26%">Engine Component </TD><TD height=43 vAlign=top width="28%">Interchangeability </TD><TD height=43 vAlign=top width="46%">Comments </TD></TR><TR><TD height=171 vAlign=top width="26%">cylinder heads </TD><TD height=171 vAlign=top width="28%">100% interchangeable </TD><TD height=171 vAlign=top width="46%">You can use any cylinder head from any 335 series engine on any 335 series engine block. All 335 series engines share the same bore diameter, bore spacing, head mounting bolt locations and sizes, and block to head water jacket passages. </TD></TR><TR><TD height=79 vAlign=top width="26%">camshaft </TD><TD height=79 vAlign=top width="28%">100% interchangeable </TD><TD height=79 vAlign=top width="46%">You can use a camshaft designed for any 335 series engine in any other 335 series engine. </TD></TR><TR><TD height=135 vAlign=top width="26%">timing set (crankshaft and camshaft sprockets and timing chain, or gear drive system) </TD><TD height=135 vAlign=top width="28%">100% interchangeable </TD><TD height=135 vAlign=top width="46%">Timing sets are interchangeable between 335 series engines because they all share the same crankshaft to camshaft dimension and block front design. </TD></TR><TR><TD height=135 vAlign=top width="26%">valve train (lower) </TD><TD height=135 vAlign=top width="28%">varies by component </TD><TD height=135 vAlign=top width="46%">Valve lifters are interchangeable between all 335 series engines. Push rods are not interchangeable between 351C and M-block engines because of different block deck heights. </TD></TR><TR><TD height=374 vAlign=top width="26%">valve train (upper) </TD><TD height=374 vAlign=top width="28%">varies by component </TD><TD height=374 vAlign=top width="46%">For non-adjustable, hydraulic tappet valve trains, almost all components mounted to the cylinder head are interchangeable. All 335 series engines use the same rocker arm ratio (factory 1.73:1). Rocker arms are not interchangeable between adjustable (solid tappet) and non-adjustable valve trains, unless the head is machined to accept the other type of rocker arm. Some adjustable valve trains require pushrod guideplates and hardened pushrods. </TD></TR><TR><TD height=135 vAlign=top width="26%">valves </TD><TD height=135 vAlign=top width="28%">some interchangeable </TD><TD height=135 vAlign=top width="46%">The 351C 2V heads and M-block heads use the same size valves (2.04/1.66). The M-block head can be machined to use 351C 4V valves (2.19/1.71). </TD></TR><TR><TD height=227 vAlign=top width="26%">pistons </TD><TD height=227 vAlign=top width="28%">partially interchangeable </TD><TD height=227 vAlign=top width="46%">The 351C and 400 pistons have the same compression height (dimension from wrist pin to top of piston), but the M-block wrist pin is slightly larger than the 351C wrist pin. The 351M piston is unique, with a taller compression height than the 351C and 400 pistons, and it is not interchangeable with any other engine. </TD></TR><TR><TD height=61 vAlign=top width="26%">distributor </TD><TD height=61 vAlign=top width="28%">100% interchangeable </TD><TD height=61 vAlign=top width="46%">Distributors for 335 series engines also interchange with the 385 series (429/460). </TD></TR><TR><TD height=61 vAlign=top width="26%">water pump </TD><TD height=61 vAlign=top width="28%">100% interchangeable </TD><TD height=61 vAlign=top width="46%">All 335 series engines use the same front cover and water pump attachment. </TD></TR><TR><TD height=116 vAlign=top width="26%">fuel pump </TD><TD height=116 vAlign=top width="28%">100% interchangeable </TD><TD height=116 vAlign=top width="46%">Mechanical (cam driven) fuel pumps on all 335 series engines use a unique vertical bolt attachment pattern, and they are not interchangeable with any other Ford engines. </TD></TR><TR><TD height=153 vAlign=top width="26%">thermostat housing/water outlet </TD><TD height=153 vAlign=top width="28%">100% interchangeable </TD><TD height=153 vAlign=top width="46%">There were several factory designs used in different applications. The main difference between the various factory designs was the number and location of pipe-threaded bosses for PVSs and other temperature sensors. </TD></TR><TR><TD height=116 vAlign=top width="26%">oil pan </TD><TD height=116 vAlign=top width="28%">100% interchangeable </TD><TD height=116 vAlign=top width="46%">Even though the gasket surface and bolt patterns are identical among all 335 series engines, there are different designs (e.g., front sump, rear sump, etc.) used in different applications. </TD></TR><TR><TD height=80 vAlign=top width="26%">oil pump </TD><TD height=80 vAlign=top width="28%">100% interchangeable </TD><TD height=80 vAlign=top width="46%">All 335 series engines use the same oil pumps and pickup tube mounting. Pickup tube designs vary by oil pan applications. </TD></TR></TBODY></TABLE> M-block Performance Components Note: I have attempted to document as many M-block performance components from as many different manufacturers as I could find in my own personal research. I have tried to avoid errors in this information, but I can make no warranties to that effect. By mentioning any particular product, this article is not an endorsement of that product or its manufacturer or supplier, nor is it a guarantee of compatibility, usability, or marketability of that product for any particular application. Although the M-block engine is not well supported by the aftermarket performance industry, there are a few performance components that are manufactured specifically for the M-block. These are: Intake manifolds � Both Edelbrock and Weiand manufacture aluminum intake manifolds that allow you to use a 4V carburetor on an M-block engine. Edelbrock offers both EGR and non-EGR versions of its Performer 400 intake manifold. The Edelbrock EGR manifold has all the necessary provisions for both Thermactor air injection and the EGR system, making it completely emissions legal, even on later model M-blocks in California. Both the Edelbrock non-EGR and the Weiand manifolds have provisions for the Thermactor air injection system. Because the M-block has a taller deck height than the 351C engine block, the M-block's cylinder heads are farther apart than the 351C's and intake manifolds designed for the 351C will not fit on the M-block engine. However, Weiand and Moroso both make adapters that will allow you to use a 351C manifold on an M-block engine. Since intake manifolds are made specifically for the M-block, the only reason you'd need the adapters is if you wanted to use the 351C 4V cylinder heads (which have much bigger intake ports than the 351C 2V or M-block heads) and a 351C 4V intake manifold. Exhaust headers � Several companies that make exhaust headers offer headers for the M-block engine in Ford truck (and Bronco) applications. You can get both 4-into-1 type headers and Tri-Y (2-into-2-into-1) headers for the M-block. Actually, since cylinder heads are interchangeable between all 335 series engines, any header designed for the 351C would bolt up to an M-block. The suitability of any particular header might be determined by its fit in a particular vehicle application (i.e., clearing the starter, engine mounts, frame rails, crossmembers, transfer case, etc.). Pistons � Interestingly, the only performance component made specifically for the 351M engine is a TRW forged piston (part # L2466F). Federal Mogul claims this piston raises the compression ratio with stock M-block heads from the original 8.0:1 to approximately 8.6:1. The following sections describe performance options for each of the major M-block engine components: <DIR><DIR>Pistons Main Crankshaft Bearings Valvetrain (camshaft, timing set, valves, etc.) Fuel Induction (intake manifold, carburetor, etc.) Exhaust (headers) Accessories (water pumps, etc.) Dress-Up (chrome valve covers, etc.) </DIR></DIR>Pistons In 1971, the 400 was equipped by the factory with flat top pistons that produced a 9.0:1 compression ratio, but I have not been able to find any manufacturer that reproduces this piston now. In fact, the only mass produced piston I have been able to find that is specifically designed to improve compression in the M-block engine is the TRW L2466F forged piston, and it is a 351M piston. Other than using a healthier cam, increasing the compression ratio of an M-block engine is the most significant performance improvement you can make. Fortunately, the compression height (distance from wrist pin centerline to piston top) of 351C pistons is compatible with 400 pistons. Stock compression heights of the various 351C pistons range from 1.631" to 1.657". The compression height of the stock 400 piston is 1.650". (Remember, the 351M uses the same rod as the 400 with 0.50" less stroke, so its piston compression height is much taller than the 400 piston to make up for the different stroke with the same rod. The 351M piston compression height is 1.947".) WARNING: Pistons are not interchangeable between the 400 and 351M. If you used 400 pistons in a 351M, the piston top would reach TDC at more than 0.3 inch below the deck surface and you would have a compression ratio of only about 5.5:1. If you use a 351M piston in a 400, it will smash into the head because it's top surface is about 0.3 inch above the deck surface. The following table is sorted by engine application. In some cases, a single piston design can be used in more than one engine. Compression ratios are estimated by the piston manufacturers based on the average combustion chamber volume in the factory stock (unmodified) cylinder heads for each engine application. For example, the Keith Black KB148 piston is estimated to produce an 8.5:1 compression ratio when used with 351C 2V cylinder heads (average combustion chamber volume 76.2cc) and 9.8:1 compression ratio when used with early type ('70-'71) 351C 4V cylinder heads (average combustion chamber volume 62.8cc). <TABLE dir=ltr border=1 cellSpacing=2 cellPadding=12 width=588><TBODY><TR><TD height=43 vAlign=top width="34%">Engine Application </TD><TD height=43 vAlign=top width="18%">Material </TD><TD height=43 vAlign=top width="19%">Estimated CR </TD><TD height=43 vAlign=top width="29%">Brand & Part No. </TD></TR><TR><TD height=24 vAlign=top width="34%">351C 2V OEM-type </TD><TD height=24 vAlign=top width="18%">Cast </TD><TD height=24 vAlign=top width="19%">7.9:1 </TD><TD height=24 vAlign=top width="29%">Sterling 425P </TD></TR><TR><TD height=24 vAlign=top width="34%">351C 2V </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">8.4:1 </TD><TD height=24 vAlign=top width="29%">TRW L2416F </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 2V </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">8.5:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB148 </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 2V </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">8.8:1 </TD><TD height=43 vAlign=top width="29%">Sterling H555P </TD></TR><TR><TD height=24 vAlign=top width="34%">351C 2V </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">8.9:1 </TD><TD height=24 vAlign=top width="29%">TRW L2379F </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 2V </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">9.5:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB177 </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 2V 1/16-1/16-3/16 </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">9.5:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB108 </TD></TR><TR><TD height=24 vAlign=top width="34%">351C 2V 1/16-1/16-1/8 </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">10.2:1 </TD><TD height=24 vAlign=top width="29%">TRW L2348F </TD></TR><TR><TD height=24 vAlign=top width="34%">351C 2V 1/16-1/16-1/8 </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">11.4:1 </TD><TD height=24 vAlign=top width="29%">TRW L2408F </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 2V 1/16-1/16-3/16 </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">10.6:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB149 </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V 1970-72 (early heads) </TD><TD height=43 vAlign=top width="18%">Forged </TD><TD height=43 vAlign=top width="19%">10.2:1 </TD><TD height=43 vAlign=top width="29%">TRW L2379F </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">9.8:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB148 </TD></TR><TR><TD height=43 vAlign=top width="34%">351C Boss 1971-72 with 66cc </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">12.1:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB149 </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V 1973-74 (late heads) </TD><TD height=43 vAlign=top width="18%">Forged </TD><TD height=43 vAlign=top width="19%">9.4:1 </TD><TD height=43 vAlign=top width="29%">TRW L2416F </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">10.1:1 </TD><TD height=43 vAlign=top width="29%">Sterling H555P </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">11.1:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB177 </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V 1/16-1/16-3/16 </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">11.1:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB108 </TD></TR><TR><TD height=24 vAlign=top width="34%">351C 4V 1/16-1/16-1/8 </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">12.0:1 </TD><TD height=24 vAlign=top width="29%">TRW L2348F </TD></TR><TR><TD height=43 vAlign=top width="34%">351C 4V 1/16-1/16-3/16 </TD><TD height=43 vAlign=top width="18%">Hypereutectic </TD><TD height=43 vAlign=top width="19%">12.7:1 </TD><TD height=43 vAlign=top width="29%">Keith Black KB149 </TD></TR><TR><TD height=43 vAlign=top width="34%">351M 1975-82 OEM-type </TD><TD height=43 vAlign=top width="18%">Cast </TD><TD height=43 vAlign=top width="19%">7.9:1 </TD><TD height=43 vAlign=top width="29%">Sterling 451P </TD></TR><TR><TD height=24 vAlign=top width="34%">351M 1975-82 </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">8.0:1 </TD><TD height=24 vAlign=top width="29%">TRW L2436F </TD></TR><TR><TD height=24 vAlign=top width="34%">351M 1975-82 </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">8.6:1 </TD><TD height=24 vAlign=top width="29%">TRW L2466F </TD></TR><TR><TD height=24 vAlign=top width="34%">400 1971-82 OEM-type </TD><TD height=24 vAlign=top width="18%">Cast </TD><TD height=24 vAlign=top width="19%">7.9:1 </TD><TD height=24 vAlign=top width="29%">Sterling 427P </TD></TR><TR><TD height=24 vAlign=top width="34%">400 1971-82 </TD><TD height=24 vAlign=top width="18%">Forged </TD><TD height=24 vAlign=top width="19%">8.2:1 </TD><TD height=24 vAlign=top width="29%">TRW L2414F </TD></TR><TR><TD height=25 vAlign=top width="34%">400 1971-82 </TD><TD height=25 vAlign=top width="18%"> </TD><TD height=25 vAlign=top width="19%">9.5:1 </TD><TD height=25 vAlign=top width="29%">Ohio Piston </TD></TR></TBODY></TABLE> Crankshaft Bearings The 351C crankshaft has smaller main bearing journals than the M-block crankshaft. Therefore, crankshaft main bearings are unique to the M-block engine. The following table lists crankshaft main bearings by engine application (as identified by the bearing manufacturer). <TABLE dir=ltr border=1 cellSpacing=2 cellPadding=12 width=588><TBODY><TR><TD height=42 vAlign=top width="25%">Engine Application </TD><TD height=42 vAlign=top width="32%">Main Bearing Type </TD><TD height=42 vAlign=top width="43%">Brand & Part No. </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1975-76 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Clevite MS981P </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1975-76 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Federal Mogul 5107M </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1975-76 </TD><TD height=24 vAlign=top width="32%">stock full groove </TD><TD height=24 vAlign=top width="43%">TRW MS981P.std </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1975-76 </TD><TD height=24 vAlign=top width="32%">competition full groove </TD><TD height=24 vAlign=top width="43%">Federal Mogul 123M </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1977-82 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Clevite MS1432P </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1977-82 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Federal Mogul 5078M </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1977-82 </TD><TD height=24 vAlign=top width="32%">stock half groove </TD><TD height=24 vAlign=top width="43%">TRW MS1432P.std </TD></TR><TR><TD height=42 vAlign=top width="25%">351M 1977-82 </TD><TD height=42 vAlign=top width="32%">competition half groove </TD><TD height=42 vAlign=top width="43%">Federal Mogul 122M </TD></TR><TR><TD height=24 vAlign=top width="25%">351M 1977-82 </TD><TD height=24 vAlign=top width="32%">competition 3/4 groove </TD><TD height=24 vAlign=top width="43%">Federal Mogul 130M </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1971-76 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Clevite MS981P </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1971-76 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Federal Mogul 5107M </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1971-76 </TD><TD height=24 vAlign=top width="32%">stock full groove </TD><TD height=24 vAlign=top width="43%">TRW MS981P.std </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1971-76 </TD><TD height=24 vAlign=top width="32%">competition full groove </TD><TD height=24 vAlign=top width="43%">Federal Mogul 123M </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1977-82 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Clevite MS1432P </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1977-82 </TD><TD height=24 vAlign=top width="32%">stock </TD><TD height=24 vAlign=top width="43%">Federal Mogul 5078M </TD></TR><TR><TD height=24 vAlign=top width="25%">400 1977-82 </TD><TD height=24 vAlign=top width="32%">stock half groove </TD><TD height=24 vAlign=top width="43%">TRW MS1432P.std </TD></TR><TR><TD height=42 vAlign=top width="25%">400 1977-82 </TD><TD height=42 vAlign=top width="32%">competition half groove </TD><TD height=42 vAlign=top width="43%">Federal Mogul 122M </TD></TR><TR><TD height=25 vAlign=top width="25%">400 1977-82 </TD><TD height=25 vAlign=top width="32%">competition 3/4 groove </TD><TD height=25 vAlign=top width="43%">Federal Mogul 130M </TD></TR></TBODY></TABLE> All 335 series engine crankshafts use 2.311" rod bearing journals. The following table lists crankshaft rod bearings by bearing type (as identified by the bearing manufacturer). <TABLE dir=ltr border=1 cellSpacing=2 cellPadding=12 width=415><TBODY><TR><TD height=24 vAlign=top width="52%">Rod Bearing Type </TD><TD height=24 vAlign=top width="48%">Brand & Part No. </TD></TR><TR><TD height=24 vAlign=top width="52%">Stock </TD><TD height=24 vAlign=top width="48%">Clevite CB927P </TD></TR><TR><TD height=42 vAlign=top width="52%">Stock </TD><TD height=42 vAlign=top width="48%">Federal Mogul 8-3400CP </TD></TR><TR><TD height=24 vAlign=top width="52%">Performance </TD><TD height=24 vAlign=top width="48%">Clevite CB962P </TD></TR><TR><TD height=24 vAlign=top width="52%">Competition </TD><TD height=24 vAlign=top width="48%">Clevite CB927H </TD></TR><TR><TD height=42 vAlign=top width="52%">Competition with dowel hole </TD><TD height=42 vAlign=top width="48%">Clevite CB927HD </TD></TR><TR><TD height=42 vAlign=top width="52%">Competition </TD><TD height=42 vAlign=top width="48%">Federal Mogul 8-7175CH </TD></TR><TR><TD height=25 vAlign=top width="52%">Competition </TD><TD height=25 vAlign=top width="48%">Clevite CB927V </TD></TR></TBODY></TABLE> 　 　 　 Those of us blessed with 77-79 and later Ford Trucks might not feel so blessed when the urge strikes for a performance upgrade. While the aftermarket is filled with go-fast goodies for the 302/351Windsor, and the mighty 460, the 351M / 400 mill was never really thought of as "performance engine." Odd really, considering it's very "performance oriented" heritage. Background The 351M / 400 engines came at a time when Ford's Windsor plant couldn't keep up with the demand for mid-size engines coming from the truck and big car divisions. The FE series had reached the end of it's production run, leaving the boys at the blue oval in a bit of a dilemma. They wanted an engine of moderate size with the torque of a big block, and enough fuel/emissions efficiency to meet the growing governmental demands on the industry. They failed miserably. Blasphemy? No, cold, hard reality. In their stock form, and mated to full time 4WD transfer cases, the M/400 engines were grossly under powered, returned hideous fuel mileage, and weren't exactly the air scrubbers on wheels the Feds were looking for. There are many reasons for the M/400's less than inspiring performance. . . Strange when you stop and consider that the engines are nothing more than a tall-deck "Cleveland". You remember the 351 Cleveland don't you? It dominated NHRA Pro Stock Drag Racing before the dawn-of-the-mountain-motor was effectively banned from NASCAR for the sin of breathing "too well." It unleashed terror on the streets in it's "Boss 351" Mustang trim. So what happened? The short version is that the engineers at FoMoCo tried to make a fire breather into something it wasn't and only succeeded in producing a dud. Rather than rehash the history as to "why" they did it, you're probably a lot more interested in "how" to correct their mistake. It's all in your heads Or more precisely, your engine's heads. Sitting atop the M/400s are the 2V versions of the 351 Cleveland heads - the very same pieces bolted to 10's of thousands of 351 Clevelands throughout the early 70s. The 2V heads feature 2.07 in. intake valves, open chambers, and ports sized to shame their famous "2.02 Camel Back" Chevy counterparts. In an airflow comparison with Ford's own SVO GT-40X High-Po aftermarket heads, the numbers speak for themselves. <TABLE dir=ltr border=0 cellSpacing=0 cellPadding=12 width=399><TBODY><TR><TD height=43 vAlign=center width="89%">Intake flow at CAM Lift.400.500.600 </TD><TD height=43 vAlign=center width="11%">.700 </TD></TR><TR><TD height=43 vAlign=center width="89%">Stock 351C 2V113131144 </TD><TD height=43 vAlign=center width="11%">153 </TD></TR><TR><TD height=43 vAlign=center width="89%">SVO GT-40X105126142 </TD><TD height=43 vAlign=center width="11%">154 </TD></TR></TBODY></TABLE> 　 <TABLE dir=ltr border=0 cellSpacing=0 cellPadding=12 width=400><TBODY><TR><TD height=43 vAlign=center width="90%">Exhaust flow at CAM Lift.400.500.600 </TD><TD height=43 vAlign=center width="10%">.700 </TD></TR><TR><TD height=43 vAlign=center width="90%">Stock 351C 2V8096109 </TD><TD height=43 vAlign=center width="10%">119 </TD></TR><TR><TD height=43 vAlign=center width="90%">SVO GT-40X96106114 </TD><TD height=43 vAlign=center width="10%">119 </TD></TR></TBODY></TABLE> For a street / performance 4x4 application, the 2V heads are preferred over the 4V versions because of their superior low end torque. The tennis ball size intakes of the 4Vs may be the ticket to high-RPM bliss, but they are more a hindrance than help in most 4x4 applications. The open chamber design presents the first of the engine's serious performance shortcomings. Designed for low compression / emissions purposes, the open chamber configuration results in significant torque/HP loss over the closed chamber design of the Boss / HO 4V head. I know what you're thinking - wouldn't it be great if Ford had made the heads with the high efficiency 2V ports and the high compression of the closed combustion chamber? They did. Unfortunately, they were only available in Australia. If you're lucky, you can find them at auto swap meets, but you'll have better luck importing a set from an Aussie scrap yard. Hey, we never said this would be easy. For most of us, the Aussie route is prohibitive in one way or another, so the only real way to achieve the needed boost in compression is through flat top or domed pistons. While a look through performance catalogs won't yield much in the way of high compression replacements, there's a little known, and fairly easy solution to custom slugs. Use 351 Cleveland pistons with bushed connecting rods. Since the 351C and 351M/400 pistons utilize wrist pins of different diameters, a machine shop can re-size the M/400 rods to accommodate the proper pin. You'll then have access to pistons ranging from the stock 8 to 1 compression ratio, up to race gas only territory. A realistic ratio falls between 9 and 10 to 1. Any higher and you'll need octane booster. With a two-point jump in compression, an increase of 50 HP is a very conservative estimate, based on no other changes. Once you establish a solid compression ratio, those big valves and ports will really start to pay dividends. But don't stop there. Oh, "Cam" on... The biggest problem the M/400 has, hands down, is the fact that FoMoCo chose to retard the cam by four degrees to meet emissions requirements. Face it. Big valves and ports are useless when there's little air/fuel flowing through them into the combustion chambers. That said, the obvious solution is to ditch the stock cam, lifters, and timing chain in favor of more performance oriented versions. With 10-to-1 compression, you can effectively use a pretty wild cam, but more isn't better when camming an off-roader. Unless you're planning on running a high stall converter in a mud truck or prerunner, you'll be better served with a saner profile. Look for a cam in the .520-.550 gross lift / 260-272 degree duration range. Keep in mind that the Clevelands are more "intake efficient", so a dual pattern cam favoring the exhaust side is often a good choice. The advent of roller cam conversions opens up another possibility for the M/400 enthusiast. The greater efficiency of the design results in significant performance / mileage gains over a comparable hydraulic profile. The added cost for the roller is insignificant when weighed against it's benefits. Don't even think about a stock replacement timing chain. Go with a roller chain assembly and run the cam "straight up" For example, zero degrees advanced/retarded to regain the horsepower the factory threw away. Give serious consideration to adding matching valve springs, retainers, and push rods. Some cam builders require these pieces to maintain warranty. If you're going to a bigger cam, it's a good idea to get the springs to match. Otherwise, your new "thunderstick" may well fatigue the stock pieces quickly, resulting in catastrophic engine failure. Lastly, roller-rocker arms are a smart replacement for the stock units. Less friction means more power and efficiency, and you don't need a 10,000 RPM screamer to realize those kind of benefits. Another important point to consider is that the production tolerances of the factory stamped steel rocker arms vary widely. With a theoretical ratio of 1.73 to 1, you could be losing considerable lift and duration at the valve, which adds up to significant loss of horsepower. Slippery Situations Clevelands have a reputation for oiling problems, but they usually manifest at high RPM. High volume oil pumps are cheap insurance against an early death at any RPM. If you're anticipating a lot of highly angular travel, baffling the oil pan with kits from Moroso, Milodon, or others will help keep the oil pump pick-up from cavitating., and the oil flowing to the bearings where it belongs. Moroso also sells an "Accumulator", which will force an additional quart into the system in the event of a sudden pressure drop. Speaking of oil, go Synthetic. Greater lubricating properties and reduced friction equal "free horsepower". Every little bit helps. Big Gulps Clevelands will consume a sick amount of fuel if you let them. It's like handing a kid a tub of ice cream and a spoon, then leaving him to his own devices. The trick here is giving them just enough to keep them happy. According to Holley's charts, a 400 cid engine requires less than 600 cfm of flow at 5000 RPM. Sure, you can bolt on a 750 cfm or even larger carb, but you'll kill low end driveability and fuel efficiency if you give in to the temptation. Rather than striving for a 4WD dragster, stick with a smaller carb, and spend the time jetting it right. Clevelands respond well to large accelerator pump shots, and crisp jetting. While no single plane intakes are currently in production for the M/400, Holley markets adapters to mate the 351 Cleveland intakes to the taller deck block. Clevelands like single plane manifolds - A lot. You'll need to increase the pump shot considerably, but the results in mid to upper rpm horsepower are more than worth it. For those choosing the dual plane route, Edelbrock, and Weiand offer aluminum intakes that are worlds above the stock (and heavy) 2BBL intakes. The benefits of a dual plane are primarily low to mid rance HP - just the opposite of the single plane. Determine your driving style, and choose according to your needs. Old Sparky Igniting the fuel is of prime importance to any engine. While the Duraspark ignition is OK for a stocker, it's far behind today's aftermarket buzz boxes. You can pick your poison among the top quality brands and be rewarded with added performance and efficiency. Just keep it simple! There's a big difference in price between a performance and "race only" ignition, but at streetish RPM levels, there's no benefit to running the ultra high-end pieces. In fact, there may be a performance loss. Some of these volt monsters are designed for short use (1/4 mile style), and will fail under sustained street use. If you want to spend wisely, go conservative on the buzz box, and apply the difference to an aftermarket distributor. Aside from accurate timing (which boosts performance on it's own), you'll get the benefit of adjustable advance - mechanical, vacuum, or both. Clevelands like advance - early, and in quantity. That's something you won't get with a stock distributor. Adjustable distributors will take some time to tweak to your particular engine, but again, the results are well worth the effort. Exhaust Upgrade Stock manifolds are passable at best, and a set of headers will unlock hidden horses from an otherwise free breathing engine. 1-3/4 in. to 1-7/8in. primary tubes are about all a 400 cube engine with a 5000 RPM ceiling will ever be able to use. Don't get crazy in tube diameter - you'll kill the low end outright. A 2 1/4 to 3 inch dual exhaust system with free flowing mufflers will result in a good match for this engine. If you're more of a crawler type, go small to boost the low end. If speed is what you need, go to the 3 in. pipe, Just remember to be realistic in your driving habits when selecting tubing diameter from the primaries on back. You'll be happier in the long run. Also consider a crossover "H" or "X" pipe. The battle still rages over their benefits, but they're worth the install just for the effect on the exhaust tone. Wrap Up While this is far from the seminal work of reference on the 351M/400 Cleveland engines, you can see there's plenty of power to be had - you just gotta' know where to look for it. You may be asking yourself, "Why go through the grief? Why not swap in a big block?" Simple really. To extract a similar level of horsepower and torque, you'd still need to swap in a mildly built 429 / 460. Now when you compare the cost of building/swapping the big block to simply building the M/400, the money you save will pay for every mod we've listed here. All things being equal, a 460 will outpower it's little brother mod for mod. You can't argue with cubic inches - much. Yet a built 400 will provide disgusting levels of power. In the end, the 400 vs. 460 decision is yours alone. Just remember, those Chevy guys get real nervous when they hear the word "Cleveland", and that's gotta' count for something!. 　 Inside Kaase's Killer Ford It takes an experienced engine builder to fully appreciate the accomplishment of Jon Kaase Racing's Engine Masters winning engine. For a little perspective, let's say you build a pump gas 10.5:1 compression, single four-barrel, flat-tappet street mill, and go ahead and have it dyno'd. If you're good enough to pull down an honest 1.28 lb-ft of torque at peak, chances are the dyno operator will pat you on the back and give you credit for a job well done. This engine pulled that output at an astonishing 2,500 rpm, and even harder to believe, given the constraints inherent to the contest, achieved 1.54 ft-lbs per inch at peak. Those numbers just don't normally happen, but this isn't a normal motor. So what are some of the secrets? We'll take a quick tour of what makes it work, starting with the bottom end. Actually, the foundation is nothing special, just a junkyard core 400M, usually considered good for nothing more than scrap. Back in their heyday, they were more likely to be used as a dump truck engine than as a high-performance mill. Kaase likes the stroke this engine offers over other small-block Fords, and the fact that it accepts Cleveland-style cylinder heads. The notoriously thin cylinder walls of the 400 block were beefed and brought to standard specifications with thin-wall cylinder sleeves, and reinforced with a tall fill of Hard Block filler in the water jackets. Cylinder wall stability is key to ring seal, and pressure is power. The stock main caps are fastened by ARP studs and wrap around a Scat forged crank. Since no crank is made specifically for the 400's stock stroke specifications, this crank was heavily reworked to fit the application by Adney Brown of Performance Crankshaft, a fellow EMC competitor. For this event, Kaase likes to combine a long stroke with a short rod, in this case 5.965-inch Scat H-beams. Naturally, this peculiar combination requires short counterweights, which meant additional crank modifications. Another result of the short rod, in light of the tall 10.297-inch deck height of the 400 block, is an exceptionally long piston, with a 2.350-inch compression distance. The pistons were custom made by CP, and cut for a thin-section, low-drag ring package of .043/.032-inch compression with a Napier face on the second, and a 3mm oil ring, and the piston/rod assembly is piston-guided. Get the idea that this engine was built to do a job? Competition Coordinator Wes... read full caption Competition Coordinator Wes Roberson kept the clock for the various time requirements, in addition to his rule enforcement duties. Here he is sounding the two-minute warning as a competitor's 15-minute tune-up period draws to a close. Topping the block are the CHI Cleveland heads and a CHI manifold specific for the 400 combination. These heads are the Kaase signature version of the CHI castings, available from CHI with a CNC-ed version of the ports Kaase developed for Engine Masters. Kaase is enamored with the original layout of the Cleveland, comparing it to modern Pro-Stock designs, and relates: "The CHI head is just sized right; they did such a good job on those." The manifold runners on the tall-deck 400 are longer than those of the more popular 351C, which has a shorter deck height. The longer runners provide a torque advantage. To expand on this idea, the naturally short inside runners of the symmetrical-layout intake were modified by Kaase to increase the length and improve the shape. The intake is topped with an 1150 Holley Dominator, a carb Kaase finds works best for him, while a complete ICE ignition system lights it off. An engine like this can be good by just bolting together the parts, but testing and development of the combination is what separated it from the pack. The COMP solid flat-tappet cam is ground on an unusually narrow lobe separation angle of 98 degrees, and runs advanced to 92 degrees intake centerline. Kaase tells us, "...when I finally got the intake manifold and the headers and the cam in the right place, it worked good, but if you took any one of those things out of that system, it wasn't very good. It had to all work together." Like we have all heard, the combination is everything-and in the case of this 400M Ford, it is the winning combination.
See the attached thumbnails in full size just 2 posts below this one at post # 20. (I know I could have put them here in this post because I've seen it done, but I just don't know how.)
No. The 330 is a truck engine based on the FE series design. The engine is known as the FT. Other FT engines are the 359, 361, 389 and 391. The FTs are noted by having heads with very large exhaust crossovers, steel cranks with large snouts and a dizz with a larger diameter OP drive socket. 391 cranks are often machined to FE dimensions for cheap 427 cranks or offset-ground strokers. For an FE engine to have "4 bolt mains" they must be cross bolted. You would see three bolt heads just above the oil pan rail on each side of the block. I am not familiar with any FTs with crossbolts. My 391 did not have them. But FT blocks do have extra main webbing. However, the FT blocks, like the FE blocks, are thinwall castings. They don't have much more wall than the FEs. The 330FE, like the 332FE, can't be bored much beyond a .06 cleanup. A sonic check must be made before considering extreme overboring of any modern Ford block. My 391FT had sufficient core shift that I could not go more than .08 even with offset boring. For tune up parts, ordinary FE point sets and cap & rotor should work. Or a Pertronix.
Like I said earlier in your other post the stock 79 400 V-8 I had in a 3/4 pickup consistently got 17 mpg. It was mostly country driven, in town I am sure it would be closer to 10 mpg. Hauling about 2800 pounds worth of can milk (yes the old fashioned milk cans, there are some folks who still ship milk that way) I averaged almost 15 mpg. Plenty of low end but mine seemed to run out of breath on the top end. I kept my speed right around 55-60 mph and just took it easy on the take offs. If I was going for mileage I would get an RV cam, vacuum secondary spread bore 4 barrel carb, headers, intake manifold suited more for torque, and some sort of head work. I heard stock 400 heads don't breath real well.
Here's some more to add to Unkamort's list of websites: http://www.fordmuscle.com/archives/2007/02/Ford400/index.php http://www.off-road.com/trucks4x4/article/articleDetail.jsp?id=198751
I had a 78 F150 that had a 351-M that the previous owner had installed a RV cam and probably a straight up timing chain set,I could tow a full sized car behind it and could not tell it was there with 2.75 gears and when not towing/hauling would get about 18 MPG on the highway. The only thing I done was add dual exhaust.
Thanks wsdad for posting those links and article. not a long read if your interested in the subject. There is also an article by Jeff Huneycutt in the Sep07 HRM that got 500hp out of a 400 using Edelbrock aluminum heads, and a later one that started in the FEB then skips to DEC98 by Pete Saueracker using 400 rods with special pistons (pins off set .090") in a 351m using basically stock heads. That engine was fuel injected, and managed 401hp @5000rpm, and a whopping 458 ft/Lb torque at 4000rpm. Sorry I don't have a scanner, but...Not bad for a boat anchor! Edit: sorry...I went back to the 'cook book' and didn't check out your top link regarding the SEP07 article before posting
Bang for the Buck, Edelbrock timing gear set #1...performer cam(or something like it,high lift, short duration) #2 ...4 barrel carb/intake #3. I've seen those things wake up after years of loafing, and really run hard. by the way those crappy smog heads flow better than any factory small block chevy.
I just posted something about the 07 Jegs engine masters challenge on another thread, but this is related so... I was very involved in that engine masters challenge. In the competition the engines were run from 2500-6500rpm on the dyno. The AVERAGE horsepower was added to the AVERAGE torque, then divided by the displacement. The whole idea was to have a strong street motor, not just a dyno queen. The rules were very limiting, such as stock bore and stroke (allowing for cleanup machining, .010 on the bore and .015 on the stroke I think) stock port locations, stock valve angles, 9.5:1 compression, 4 barrel intake, 4150 carb, etc.. and everyone ran 91 octane shell gasoline. Some of the top engines were the 400M-seems the big time engine builders know something we don't. John Kazze's engine almost won but made the most power, I think it was 735hp-and that is a PURE STREET motor, low compression, mild cam, etc. These engine are very strong and have great geometry, its just that they were an early smog motor and ended up in trucks, so no one really got into them. They are great motors if you want to throw a cam, carb and intake on them. I'm not sure if thats what you want to do (I think you're just looking at throwing something in your vehicle for the time being) but they are decent motors. They're also strong as hell-very hard to blow them up. I've never owned one but have dealt with them. Just my .02
You certainly did. But I felt it may be better to create a thread that focused on the 335 series motor, since I originally started the other at the onset of my 292's death. Thanks again everyone, there was a lot of good knowledge to be had here. Part of my hope was to have something that was a direct knowledge thread on these un-loved monsters. With information and very little opinion. Which I think was accomplished. It seems that with a proper setup I can get reasonable mileage, which is a concern since I do plan on going places with my truck. And it can make power that would put the 292 to shame. While the final goal of my truck will be to make visually decent, a stock resto is not part of the equation. So that means originality is not a primary concern. Instead reliability and the ability to get from A to B without failing sit at the top of the list. Which unfortunately the Y has been unable to do. It went from bad to OK to absolute crap. So I think the 400 is definitely worth a close inspection. And of course I need to perform some general testing and checking on it to make sure I am not going from bad to worse. Especially if this motor was street raced. Who knows what has happened internally. It seems that while new heads are nice but not a necessity. But a better intake seems to be the best ticket. And from what I can tell they are going for a decently reasonable price new if I ever want to change what I have. And if I don't over-carb it, I can expect OK mileage. Well I guess I know what I will be doing after we dry out.
Cheap and quick route: Cloyes double roller adjustable timing set (or Edelbrock, I guess), then Aussie heads, and the intake/carb/cam of your choice will work fine. EFI is possible but not cheap. http://www.ford-trucks.com/forums/forum54/ hang around on this link, and you'll get somewhere. Tim Meyer is a good guy as well. www.tmeyerinc.com Here's some eye candy:
The Jalopy Journal
