Fordnatics List Archive

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Mail From: Jobu Jimmy <(email redacted)>


I have just acquired a 351M out of a 76 Torino and was wondering
if there are any possibilites of making this engine into a stroker
(like the Chev 383) by using the 400M crank. Any other advise on this
engine would be greatly appreciated.


Warren Bowley
(email redacted)
Brock University
St. Catharines, Ontario
CANADA

This read-only message was archived from a public mail list.
Mail From: Roberto Arturo Schafer <(email redacted)>

On Sun, 26 Mar 1995, Jobu Jimmy wrote:

> I have just acquired a 351M out of a 76 Torino and was wondering
> if there are any possibilites of making this engine into a stroker
> (like the Chev 383) by using the 400M crank. Any other advise on this
> engine would be greatly appreciated.

Yes, you could do that. But.... This engine uses a Lima block (429, etc.)
bellhousing pattern and its own motor mounts. Adding to that is a lack
of "speed" parts available for it. Probably easier and cheaper in the
long run to have the crank machined to fit a 351W and use the heads on
the Windsor block. Still sounds like a lot of work and money.

Rob

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Mail From: "Dan. Jones" <(email redacted)>


Warren,

The 351M is just a de-stroked 400, so making your 351M into a 400 is very
easy. You'll need to swap in the 400 crank and pistons. Your 351M rods
are the same as 400 rods (the decrease in 351M displacement was achieved
by using a crankshaft with shorter throws). The 351M pistons have a
different compression height, so you'll need the 400 pistons. Did you get
the transmission with the engine? You'll have to watch this when swapping
into another car as most 351M/400 engines use the 429/460 bellhousing bolt
pattern. The exception is the full size '73 Ford with 400 and FMX
transmission (uses the 351C pattern). Also note the 351M/400 use a unique
motor mount.

I assume you want to make this into a performance engine. Performance
parts made specifically for the 351M/400 are rare, but luckily there is
some interchange with the 351C. Heads and cams interchange with the 351C.
Since the the 351M/400 block is taller by 1.09", 351C intake manifolds
will not fit without adapters (available from Weiand). Also Offy, Weiand,
and Edelbrock make 351M/400 specific 4 bbl intake manifolds (all factory
motors were 2 bbl) but these are probably lower rpm intakes. 351C
exhaust manifolds and headers will bolt to the heads, but there may be
chassis interference due to the taller block. Distributors swap between
the 351C/351M/400/429/460 engines.

Compression may be a problem. I'm not sure what the aftermarket has to
offer in the way of pistons, but the factory pieces are low compression
(in the 8:1 range). Besides aftermarket pistons, there are a couple of
ways to increase compression. You can bolt on closed chamber 351C-4v
heads or Aussie 2v heads (these are rare but there is a guy advertising
them in Super Ford) to get into the 9.5:1 range. The 4v heads will
require the Weiand intake manifold adapters and a 351C-4v intake or port
matching one of the 351M/400 specific 4 bbl intake manifolds (which have
the 2v port size). Alternatively, you could use 351C pistons (L-2379F
TRW flat tops) for compression in the 10:1 range with the stock 2v heads.
Since the pin diameter of the 351M/400 is 0.975" (versus 0.912" for the
351C), you'll have to bush the 400 rods and float the pins. See the book
"Ford Performance" for the details.

In case you're interested in swapping heads, I've include a copy of my
Cleveland Head FYI below. It will give you an idea of what compression
ratios you can get.

Later,
Dan Jones


Chamber Int/Exh Intake Exhaust Notes Casting
Volume Valve Dia Port Port Numbers
CC's inches inches inches

Boss 302W
1969 61.3-64.3 2.23/1.71 1.75x2.50 1.74x2.00 2,3,8
1970 57.0-60.0 2.19/1.71 1.75x2.50 1.74x2.00 2,3,8

Boss 351C
1971 66.1 2.19/1.71 1.75x2.50 1.74x2.00 2,8 D1ZE-B

351C 4V
70-71 62.8 2.19/1.71 1.75x2.50 1.74x2.00 1,8 DOAE-H, R
71 CJ 75.4 2.19/1.17 1.75x2.50 1.74x2.00 1,9 D1ZE-DA
72 HO 75.4 2.19/1.71 1.75x2.50 1.74x2.00 2,9,10 D2ZE-A
72-74 76.2 2.19/1.71 1.75x2.50 1.74x2.00 1,4,9 D1ZE-GA

351C 2V
70-74 US 76.2 2.04/1.65 1.40x2.02 1.38x1.84 1,5 DOAE-E,J
DOAZ-A,B,D
D1ZE-CB
D1AE
351M/400
75-82 78.4 2.04/1.65 1.40x2.02 1.38x1.84 1,7 D5AE-AA
D5AZ
71-74 78.4 2.04/1.65 1.40x2.02 1.38x1.84 1,7 D1AE-A
D3AE-G2B

Aussie 62.0 2.04/1.65 6,8


Notes:

1. non-adjustable, cap screw with 5/16 inch bolt, pedestal rockers,
non-hardened pushrods, multi-groove valves
2. adjustable, 7/16 inch screw-in studs, guideplates, hardened pushrods,
single groove valves
3. has intake manifold water thermostat passages to match 302W block
4. open-type combustion chamber and induction hardened exhaust valve
seats, otherwise same as early 4V
5. nearly identical to 351M/400 heads, oval exhaust ports
6. used on Australian 302C and 351C, fits US 2V intake and exhaust
manifolds but has slightly larger (10%) intake port
7. may have an additional EGR passage, otherwise nearly identical to
US 351C 2V, oval exhaust ports
8. closed chamber
9. open chamber
10. open-type combustion chambers otherwise same as 71 Boss 351

Miscellaneous:

Closed chambers, also known as quench chambers, resist pinging better than
open chamber heads. However, open chamber heads shroud the valves less for
better flow.

Service replacement specifications allow for a 3 cc variance in chamber
volume.

Cleveland style heads can be bolted to Windsor blocks but require water
passage modificatons and special aftermarket intake manifolds. Also required
are compatible pistons, pushrods, head bolts, etc.

Later heads have hardened exhaust valve seats.

Swapping heads among the 335 series engines will lead to the following
compression ratio changes:

Volume 351C-2V 351C-4V 351-CJ 351C-4V 351C 351C 351M 400
CC's 70-74 70-71 71 72-74 71 Boss 72 HO 75-80 71 72-80

76.2 9.5 9.4 8.9 8.9 10.3 9.1 8.1 9.2 8.6
62.8 9.9 11.0 10.3 10.3 12.3 10.6 9.2 10.4 9.6
75.4 9.6 9.5 9.0 9.0 10.4 9.2 8.2 9.2 8.6
78.4 9.3 9.2 8.7 8.7 10.5 8.9 8.0 9.0 8.4
66.1 10.6 10.6 9.9 9.9 11.7 10.2 9.0 10.0 9.3

> I have just acquired a 351M out of a 76 Torino and was wondering
> if there are any possibilites of making this engine into a stroker
> (like the Chev 383) by using the 400M crank. Any other advise on this
> engine would be greatly appreciated.

This read-only message was archived from a public mail list.
Mail From: Kelly Murray <(email redacted)>

> I have just acquired a 351M out of a 76 Torino and was wondering
> if there are any possibilites of making this engine into a stroker
> (like the Chev 383) by using the 400M crank. Any other advise on this
> engine would be greatly appreciated.

Ford already did it for you. Put in a 400M crank and pistons, and your
351M is now 400 cubic inches. With the extra weight of the 351M/400,
it doesn't make any sense NOT to get 400ci out of the engine, otherwise
you're *much* better advised to use a 351W.

-Kelly Murray