In order to check piston-to-head clearance and piston-to-valve clearance, the crank will need to be pre-installed. The 351C-2V head has right-sized ports designed for low- to mid-range torque and even good highend power. Im 21 and a college kid. They increase the primary side over the Eddy 600's to get the extra 150 cfm. No, unfortunately we cannot accept returns for eBooks. If you are not concerned with keeping your Bronco emissions legal, then go with the Weiand 8010 manifold.
Badger Pistons by Dyna Gear manufactures a 9:1 flat-top cast aluminum piston for the 400. I would keep the 4V heads and make sure that they have good one piece valves. To me 600's and 650's are for stock type motors or 4x4's where low end torque and gas mileage is the main concern. Even a 2-bbl, open-chamber head can make upward of 500 hp with the right combination. Questions and Answers on the Ford 351 Dan Jones Questions and Answers on the Ford 351 by Dan Jones Mad Dog Antenucci wrote: From the Detomaso Email List Listen Slackers, There are two rules you need to remember Rule 1 Dan Jones is always right.
Any longer stroke and you risk running into the block notches with the top ring. This may, or may not, be an issue. The bore and stroke of the 400 is 4. I used the Comp Cams 1. Ford's 351 Cleveland was designed to be a 'mid-sized' V-8 engine, and was developed for higher performance use upon its launch in late 1969 for the 1970 models. Ford wanted three basic V-8 engine platforms—small-block, middle-block, and a big-block. I ran that combination for about 5 years then decided to pump it up a little.
Recently, one of his engines finished second in the 2015 King of the Hammers, a grueling, wide-open desert race combined with rockcrawling and trail challenges. Heads need to be redone yet and cc'd so this is still unknown. It's because they are simply bigger, more powerful engines. Anyone got some engines laying around an accurate scale?? I had to set my timing at 20+ degrees to get the engine properly timed. I just wanted a nice running v8 and thats what I got. Surprisingly, Ford also offered an R-code 351 H.
I think it's mainly an image problem, there's just no enough 400s that have been done up for people to see they can be more than a gas-guzzling smog block. . With the lightweight pistons and aluminum rods, I don't plan to spin it beyond 75-7600. The larger, re-jetted carb should be a perfect match for the increased air we expect these heads to provide. I am thinking something up to 0.
The exhaust rocker studs are in blind holes, but the intake studs pass through the intake runner, so sealant is needed to prevent any leaks. Max hp is not the target given the way my car is set-up, rather a good solid package that all works well together and pulls good +3000 rpm. Here we'll be showing how piston-to-head clearance is verified. We even made our own pistons from a discarded set of forged 440 units. For example, the Oldsmobile 350 V8, which has a bore of 4. How do I purchase an eBook? Admittedly, the task can be arduous and even old-fashioned for some. You will receive download instructions in your order confirmation email.
The stock 2 barrel heads are fine for a mild engine, although the open chambers are prone to detonation. It ends with break-in and tuning and power builds. If any other thoughts come up, especially regarding the basic prep work then let me know. You can't run more then 9. I used modified weiand spacers for a while but finally made my own and had them welded to the manifold. This argument usually comes from those trying to prove the 400's advantage over the 460. It remains the best factory head ever produced by Ford for this mill.
If ya wanna go racing, in a mid '60s or later Ford, maybe not as easy, or cheap. Heads will get stainless valves, probably Miloden with single groove keepers. I don't mind a lope but it is a cruising car. It doesn't work very well, does it? Ford North America, in an effort to reduce manufacturing costs, ended 351C production after 1974, then did something very unconventional. I chose to use a Holley model 80457S on my high-performance 400. There are a couple of companies that I know of that manufacture this piston.
People who are neg are a dime a dozen and most never built didley squat anyway. Why not just drop 4V Cleveland heads on the 400- or put the larger C valves in the M heads. But everyone that goes for a ride has a smile on their face when they get out. Ken 69Cat Journeyman Posts: 97 From: Sask. Dan: Why do you think that? The 351M uses a different harmonic balancer than the 400 -- It is best to buy a new 400 harmonic balancer to go along with a 400 crankshaft. I am looking for advice on what rebuild kit to use, cam and lifters, I will use arp rod bolts, and anything you can tell me that may help. During the production window in which 351C engines were in production, Ford produced some of the worst castings in memory.
I have a toploader and 3. Car and Driver clocked a 351 H. Any opinions and info welcome! I really don't want to go with different heads, and definitely not new aluminum as the pay back would never be there for my goals. I've never seen a 400 that would run even with a cam an intake,cc of the head stinks and the pistons are less than a performance piece. Also ford smog engines have a timing gear 7 degrees retarded.