Ford Truck Fanatics

Home Forum Gallery TOTM Links Sponsors Calendar Arcade Calculators
Go Back   Ford Truck Fanatics > Engines > 351M, 400
Register FAQ Members List Search Today's Posts Mark Forums Read My Threads / My Replies Fliers

Find us on Facebook



Welcome to the Ford Truck Fanatics forums.

You are currently viewing our boards as a guest which gives you limited access to view most discussions and access our other features. By joining our free community you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is fast, simple and absolutely free so please, join our community today!

If you have any problems with the registration process or your account login, please contact contact us.

Login for fewer ads.

Reply
 
Thread Tools Display Modes
  #1  
Old 04-23-2011, 03:47 PM
robmic robmic is offline
 

Join Date: Apr 2011
Location: New Hampshire
Posts: 6
robmic is on a distinguished road
351M, 400 piston options

I just joined and haven't read all the postings but have seen this come up a lot. Having built a very healthy 410" 400, I've found a simple way to get any compression you want in a 400. Because the 351C and 400 share every piston dimension except wrist pin diameter, and the 351C has been very popular in the racing circles for years, there is all kinds of aftermarket pistons available for them. The only thing you have to do to take advantage of this for your 400 is to bush the small end of your rods to the size of the Cleaveland wrist pins.(about .060" smaller than the 400, I believe), and run full floating pins. I did that on my engine and intended to get something around 9.5:1. Unfortunately, the machine shop decked the block a little more than I expected and I ended up with more like 10.5:1 instead. With the open chamber M heads I get some detonation at the top of 2nd and third when I'm really flogging it. It doesn't seem to be too bad if you don't do this too much, but I intend to see how it is with racing gas and a little more timing. I could also double the head gaskets but this makes me nervious. I have this in a 79 Ranchero GT and at 4250 pounds, it still scoots! Rear tire wear is a real problem! The only real concern I've heard about with these engine is the strength of the block. I guess if you don't use squeeze or try to build it too wild, you'll be ok. A main girdle could help, too.
Reply With Quote
Sponsored Links
  #2  
Old 04-23-2011, 05:04 PM
Dirky Dirky is offline
 

Join Date: Jan 2009
Posts: 1,320
Dirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant future
Delete...........................

Last edited by Dirky : 04-23-2011 at 05:11 PM.
Reply With Quote
  #3  
Old 04-23-2011, 05:05 PM
Dirky Dirky is offline
 

Join Date: Jan 2009
Posts: 1,320
Dirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant futureDirky has a brilliant future
Or you could have given Tim Meyer a call. He has pistons available for a C/R in that range.

After market support for these engines has been increasing.

Main girdles are good for nothing but keeping the block together when it splits. If you're making enough power to split the block, you need 4-bolt caps.

I'd love to see pictures of this car, sounds pretty BA!
Reply With Quote
  #4  
Old 04-23-2011, 06:00 PM
robmic robmic is offline
 

Join Date: Apr 2011
Location: New Hampshire
Posts: 6
robmic is on a distinguished road
Regarding Tim Meyer...

Had I known about Tim when I was building my motor, I would have contacted him for advice. I did this around 2005 or so. Most of the information I found was from scouring the Internet. I would love to dyno it and see where it is HP and torque-wise. All I can say is it's putting out a LOT more than the original 351M did. I also have a high stall converter, built C-6 and 3:50 posi which I'm sure helps the Ranchero get out of it's way. But, I am realistic, too. I'm pretty sure the 410 that's under the hood now isn't putting out 500 HP, or anything too close to that. My intent when I did the motor was to hopefully be able to run 14s in the quarter as is, and 12s on the juice. Never put the juice on it....probably better off that I didn't....
Reply With Quote
  #5  
Old 04-23-2011, 06:01 PM
robmic robmic is offline
 

Join Date: Apr 2011
Location: New Hampshire
Posts: 6
robmic is on a distinguished road
Pics...

My computer crashed a few months ago, so pics won't be available until I get a new one. I'm only able to get on line from my brother's for the time being...
Reply With Quote
  #6  
Old 04-23-2011, 06:07 PM
robmic robmic is offline
 

Join Date: Apr 2011
Location: New Hampshire
Posts: 6
robmic is on a distinguished road
Blocks....

By the way, does anyone make aftermarket blocks with the deck height as tall the 400M's? That would make things easier. Probably not enough demand for them....
Reply With Quote
  #7  
Old 04-23-2011, 07:12 PM
DNFXDLI's Avatar
DNFXDLI DNFXDLI is offline
The Token Canadian

Super Moderator
 

Join Date: Jan 2009
Location: The Great White North
Posts: 38,240
DNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond repute
Detonation was my understanding when using the factory open chamered heads...one of the reasons Ford dropped the CR.
__________________
Quote:
Originally Posted by nobodyspecial View Post
The end is not a fixed point, Duncan. It is organic, fluid, ever changing.
Quote:
Originally Posted by fatherdoug View Post
I prefer to call it a passion, rather than a problem. That way it is self-justified.
Reply With Quote
  #8  
Old 04-24-2011, 06:38 PM
robmic robmic is offline
 

Join Date: Apr 2011
Location: New Hampshire
Posts: 6
robmic is on a distinguished road
Detonation problems...

Using the open chamber heads wasn't my first choice, but the heads that I would have preferred to use weren't in my budget. I would have used semi-dished pistons and closed chamber heads to get the C/R to around 10.5:1. It is my understanding that with that combination you could go that high. I would've also used a roller cam and a Cleveland air gap intake with the adapter plates.
As long as I'm pipe-dreaming, I would have upgraded to an AOD trans and 4:10 gears in the rear, too. I think with that combo I could've reached my original goal of at least 14s in the quarter, maybe better.
Reply With Quote
  #9  
Old 05-04-2011, 12:54 PM
money_pit's Avatar
money_pit money_pit is offline
 

Join Date: Jan 2008
Posts: 84
money_pit is on a distinguished road
Detonation is more caused by the pistons being too far below the decks surface.
Reply With Quote
  #10  
Old 05-04-2011, 02:41 PM
DNFXDLI's Avatar
DNFXDLI DNFXDLI is offline
The Token Canadian

Super Moderator
 

Join Date: Jan 2009
Location: The Great White North
Posts: 38,240
DNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond reputeDNFXDLI has a reputation beyond repute
Quote:
Originally Posted by money_pit View Post
Detonation is more caused by the pistons being too far below the decks surface.
Not sure I follow..the lower the piston is in the bore the lower the CR...detonation is usually from one or more things such as low octane, too high CR, crappy quench area, mismatched piston to head chamber etc.
__________________
Quote:
Originally Posted by nobodyspecial View Post
The end is not a fixed point, Duncan. It is organic, fluid, ever changing.
Quote:
Originally Posted by fatherdoug View Post
I prefer to call it a passion, rather than a problem. That way it is self-justified.
Reply With Quote
Reply


Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump



All times are GMT -5. The time now is 08:55 AM.


Powered by vBulletin® Version 3.6.4
Copyright ©2000 - 2014, Jelsoft Enterprises Ltd.
Ford Truck Fanatics is not affiliated with or endorsed by Ford Motor Company.