That seems to be a band-aid at best even though I have read about them a lot and part of me says it should help to some degree. The cam bearings and main oiling mods that tim meyer does/suggest have a vast amount of merit but only really doable on a rebuild of some kind but seem more logical than putting restricters everywhere (like the moroso types). There also seems to be a lot of traction over running HV oil pumps. On the whole subject of this, Jacj Roush has some opinions. i am now only paraphrasing from memory so forgive me if I get it wrong but it wont be by much.
It goes like this, The cleveland system is no-where as bad as history suggests. The standard oiling system is fine for anything other than serious race use/abuse. Nothing needs to addressed unless you are going over 5000rpm for extended periods of time.
HV pumps put to much load on the pump-dizzy drive and can wear the drive gear or strip the roll pin. A standard pump is fine with the exception of a higher rated spring (strangely enough a moroso item) which bumps pressure up to approx 100psi. More importance should be put on correct main bearing to crank journal tolerances. If your pressure sender is at the rear of the block and you are happy with the pressure why would you worry about putting an auxiliary line in there? The Aussie fords running the 351's back in the 70's never ran them and they gave them heaps. That will stir it up.

 

Like I said, I read it in a performance engine build up book. Running the external line from the front pressure port to the rear will get oil to the number 4 and 5 mains quicker... to add to the that, chamfering all the oil holes is another common practice on these engines. It makes sense to me, I'm not sure I'd call it a bandaid. A lot of Ford guys I know hate these engines, to me there's a soft spot in my heart for them (I have a sweet running 351m in my 77 F250). It's unfortunate the 351m/400s never got to see their full power potential in factory production form. I have read about running a HV oil pump being a no-no. I know a lot of guys pluck em out and replace them with a BBF 429 or 460.

 

like mentioned big 500cfm carb with annulars is nice and bronco graveyard headers 1 5/8" tubes no bigger. If I remember they had a article with 1 3/4 header and its actually 1 5/8" tube. called and confirmed this and it was 1 5/8" tubes. after market timing chain is a must also and if possible different cam if not the chain will definelty wake up the 351m. good little combination and might need some jetting. some companys build some nice 2 barrel carbs if wanting to spend some money. but OEM will work and jet as needed. not sure of your status on OEM and emmissions??

 

I had an 79 F250 3 speed + OD with the 351M. It was in good shape but needed more power. Bought a 78 Lincoln with a 460 and C6 auto for $300. With a simple motor mount change, used the Lincoln drive shaft, a higher rear gear I gained gobs of power, got the same gas milage as the 351 and had an auto trans, never looked back. Kept the truck for 10 more years before rust finally got it. Just a different way to go.

 

....................

 

About the 351M is the time I was out playing in the sand and I came across this guy wheeling a late 70's Chev braggin about his LS7 blah blah blah. We were having a little contest on climbing a tall dune which I had conquered repeatedly yet he struggled. We had eventually made 2 or 3 circuits around the dunes and back down in the bottom of a bowl and out again when I noticed he had stopped 2/3rds of the way up the other side.(He threw all the belts on the motor) So I stopped to help since we were the only ones out there (in the dark) and he says to me: " What ya got in there? A 390?" Should have said yes, but I said, "No,its just a 351".

With an Edelbrock intake, Carter 625 and the Comp Cams 268 bumpstick with headers....these engines do in fact come alive. Oh and yes, I installed a new timing chain set straight up.