by Jon
Mikelonis
Introduction
As the loudest voice for the Ford performance enthusiast on
the internet, FordMuscle couldn't let Hot Rod Magazine's
recent article on a 400 buildup go uncontested. Titled "The
Mutt", the article ran in the February 2007 issue and
while hard-core Ford enthusiasts and Cleveland faithfuls were
happy to see the words "Ford 400" on the cover,
those who are intimate with the powerplant were left dumbfounded
by the premise of the article. That mistaken premise was that
the performance aftermarket DOES NOT support the Ford 351M/400.
Being fair and somewhat balanced, Hot
Rod Magazine printed reader feedback regarding the 400
story in the April 2007 issue. However, it wasn't enough in
our eyes. So FordMuscle felt obligated to give the spirit
of those replies the real estate afforded in the original
400 buildup article. We'll do just that, and some, in this
article.
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"The toughest
part of this engine build (stroker Ford 400) obviously
comes from the fact that it isn't supported by the performance
aftermarket"
- from Hot Rod Magazine's February 2007 story "The
Mutt".
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Certainly, engine
builder's will practice their own techniques for achieving
the greatest power gains. In other words, ask ten engine builders
to put together a 500 horsepower, 500 foot-pound motor using
a common mill and you'll get 10 different recipes for that
build. This article isn't about challenging how one shop built
their 351M/400 but more about debunking three particular instances
in Hot Rod Magazine's article that state an inability
to locate a variety of performance components for what is
essentially the 351 Cleveland's big brother. (To understand
the difference between these engines, see our article "351C,
351M, 400 - What's the Difference.") With the help
of Tim Meyer from TMeyer
Inc., FordMuscle took the time to consolidate and present
to you numerous aftermarket parts that are available for anyone
interested in building a performance 351M/400. This article
will serve to bring to your attention "the other"
performance aftermarket that was overlooked in the Hot
Rod Magazine article, keep in mind that between Hot
Rod Magazine's willingness to publish an article
on a special Ford powerplant and this FordMuscle counterpoint
article, Ford enthusiasts can be content knowing more 351M/400's
will be saved because of each publication's coverage of the
motor. Let's get started 351M/400 hopefuls.
Open Your Browser, Ford 351M/400 Performance
Parts Abound
Sharing so much in common with the 351 Cleveland, the
351M/400 benefits from an aftermarket that has been long developed
for that motor. Water Pumps, Valve Covers, Distributors, Rockers
Arms, Cylinder Heads, Cam & Lifter kits all work on both
mills. Sure, perfect buildup recipes don't pepper the dead-tree
media and you'll have to consider the volumetric difference
between 351 cubic inches and 400 cubic inches when choosing
a cam or cylinder head, but the stuff is out there, plenty
of it. Where the Cleveland and the 351M/400 do not sync up,
specifically the rotating assembly and intake manifold, specialized
outfits like TMeyer
Inc., Cylinder
Head Innovations (CHI), and Price
Motorsport fill the holes. A great example is this fuel-injected
434 stroker that was just recently built by TMeyer inc. and
shipped to Ford enthusiast Dan Lee. It will be fitted into
his 1953
F-100.
Fire up your primary research tool, also known as Google,
and outfitting a stock displacement or stroked 400 with existing
parts takes no more resourcing than any other performance
build. Let's get started by showing you what's available for
the 351M/400 within the most critical performance category.
Cylinder heads.
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Aussie Cast Iron
Cleveland Cylinder Heads
A pallet load of cast iron aussie cleveland heads arrive
at Tim Meyer's shop in Fairmont, Minnesota. |
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Australian Cylinder Heads
Whether Hot Rod Magazine's perception that cast
iron Aussie cylinder heads are "hard-to-find" was
induced by bad memories of swap meets circa-1985 or their
proximity to the "easy-to-find" Edelbrock
warehouse doesn't matter, as the perception is wrong. Aussie
cylinder heads are easily attainable here in the United States.
Both Aus
Ford Parts based in Oregon and TMeyer
Inc. in Minnesota have them in stock. For those of
you looking for options in aluminum alloy then yes Edelbrock
has their relatively new Cleveland offering, but there are
more. TMeyer Inc. chooses Cylinder
Head Innovations (CHI) for his customers who want an aluminum
alternative to cast iron Aussie heads. CHI should ring a bell
with even mild-mannered Ford hobbyists, their Cleveland heads
placed four different Ford engine builders within the top
five of the 2006
Engine Masters Challenge. The Australian-based manufacturer
has by far the most well-developed line of aluminum alloy
Cleveland heads in a variety of intake runner volumes. Yes,
they're designated "Cleveland" heads but that doesn't
mean they require a Cleveland block to bolt up to. In fact,
the four top finishers in 2006 Engine Masters Challenge were
running their CHI heads atop Windsor blocks, making them the
ultimate "Clevor" motors. CHI's broad line is indicative of the
various Ford blocks and displacements their Cleveland heads
can work with. We all know the original canted valve head
was developed for the Boss 302, so CHI heads can work with
small blocks with some minor adjustment, Clevelands, as well
as the 351M/400. For more information on CHI
Ford Cylinder Heads visit their website or contact an
authorized US dealer like TMeyer Inc. Otherwise, here is a
brief market snapshot for aluminum Cleveland heads suited
for use with performance-built 351M/400 motors.
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CHI
2V 190cc
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| 190cc
Intake Runner |
| "220cfm
Exhaust Port" |
| 68cc
Combustion Chamber |
| Intake
Ports Fit 2V Factory Style Intakes |
| Exhaust
Ports Fit 2V or 4V Headers |
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351M/400
Block Recommendation: Excellent upgrade for
stock displacement Ford 400's for those wishing
to retain their factory style intake. Smaller
intake runners and the ability to use ready-made
dual plane intakes make these heads perfect for
drivability and performance even in heavy vehicles.
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CHI
3V 185cc
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| 185cc
Intake Port |
| "220cfm
Exhaust Port" |
| 68cc
Combustion Chamber |
| For
use with CHI matching 3V Intake |
Exhaust
Ports Fit 2V or 4V Headers. Best used with 4V header.
See Comparison Image |
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351M/400
Block Recommendation:
Relocated and redesigned intake port makes the
3V a significant upgrade over the stock Cleveland
design. Required use of Chi's hi-rise open plenum
3V intake manifold means you've got to be mindful
of your target operating range, vehicle weight,
and gearing.
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CHI
3V 225cc
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| 225cc
Intake Port |
| "220cfm
Exhaust Port" |
| 68cc
Combustion Chamber |
| For
use with CHI matching 3V Intake |
Exhaust
Ports Fit 2V or 4V Headers. Best used with 4V header.
See Comparison Image |
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351M/400 Block Recommendation:
Increased intake runner volume makes this "larger"
3V head a serious candidate for a stroked 400.
Like the 3V 185cc, the 3V 225cc requires Chi's
hi-rise open plenum 3V intake. Again, you've got
to consider your target operating range, vehicle
weight, and gearing when choosing this head.
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For sake of comparison, TMeyer Inc. performed
a flow test comparing the Edelbrock Performer RPM Cleveland
head to the CHI 2V 190cc head. Note the performance of the
CHI exhaust through the entire range, as well as the midlift
performance on the CHI intake side.
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Cleveland
Cylinder Head Flow Test
CHI 2V vs. Edelbrock Performer RPM
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Valve Lift
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Edelbrock
Intake
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CHI 2V
Intake
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Edelbrock
Exhaust
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CHI 2V
Exhaust
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.100"
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60
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66
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52
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59
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.150"
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98
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101
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75
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79
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.200"
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136
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134
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95
|
99
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.250"
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172
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166
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113
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120
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.300"
|
205
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195
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130
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140
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.350"
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225
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222
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145
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158
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.400"
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240
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246
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155
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171
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.450"
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248
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266
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161
|
181
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.500"
|
254
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280
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165
|
190
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.550"
|
256
|
292
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168
|
198
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.600"
|
257
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284
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170
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207
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.650"
|
258
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282
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171
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214
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.700"
|
259
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171
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223
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 (Performance
Engine Building and Parts Development)
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In This Article:
FordMuscle consolidates the best resources for
getting the most out of a 351M/400. Working
closely with TMeyer Inc. we prove that there
is performance to be found for these motors
within an aftermarket operating just outside
the mainstream. |
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Pantera Owner Runs Ford
400-based 434 Stroker
A little bit of online research lead Gary Walker,
the owner of this 1971 Pantera, to TMeyer
Inc. for a Ford 400 performance solution.
While many people call the 400 a bastard truck engine,
Gary looked at the 400 for what it virtually is... a stroked
351 Cleveland. As you probably know, Pantera's were originally
equipped with Cleveland motors.
"Everyone time I brought up
the 400, people told me it was a pig, a bastard truck
engine"
- Gary Walker
Upgrading to a 460 requires pushing a Pantera's transaxle
back, so those wishing to distinguish themselves from
other Pantera owners typically work with power adders
and the Cleveland. Gary on the other hand, opened his
mind and Internet browser with respect for Ford's 400
motor.
TMeyer
Inc. stroked the 400 to 434ci using their stroker
kit and topped off the short block with CHI
heads. Compression is 10.5:1 and the motor breaths via
a Comp Cams custom ground hydraulic roller. The motor
dynoed just short of 500hp with 534 ft lbs of torque.
Pantera owners are a special breed. What you can respect
about many of them is that they are hands-on Ford enthusiasts.
If they didn't want to play a roll in working on their
sports cars then they'd be driving Ferraris. The fact
that Pantera's use a 351C makes them relatively less intimidating
to work on than Italian counterparts.
The increased deck height of the 400 and big-block bellhousing
pattern meant Gary had to take a few extra measures for
fitting the 400-based 434 stoker. |
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