maybe i was a littl vague. It will have a forged steel crankshaft, h-beam rods, and a good set of flat tops. all of this with aussie heads and a good roller camshaft.

 

Well assuming you bore it .030 over, you'll have a very high compression 393 CID engine. Will it rev any higher than a comparably built 400? Maybe. It all depends on how well it breathes. Will it rev up any faster than a comparably built 400? Again...maybe. It all depends on how much weight you can shave off the internals.

Bottom line if I were going to go out and spend the bux to get a custom forged steel crank milled for my engine I certainly wouldn't make it smaller. Remember the old line:

There is no substitute for cubic inches.

 

quick question. does anyone know the weight of the stock components from a 400? i cant find them and id like to know so i can compare.

 

Special order custom forged crank, H-rods, FTs and cam specs, dimensions, prices, etc from who?

I don't think this was what you were looking for, but I can't find the other link at the moment. I had one that listed every part and weight of the 351C. Not a 400, but most would be the same. I'll post it if I come across it.

Ford 255 Windsor 468 (4)
Ford 289/302 V8 460 (168) (late 5.0s are a bit lighter)
Ford 221-302W 460 (48)
Ford Indy 255 pushrod 360 (120) all aluminum, 1963
Ford Indy 255 DOHC 400 (120) 1964, later known as Foyt Coyote V8
Ford 5.0 V8 450 (109)
Ford 5.0 V8 411 (171) 89 Mustang 5.0 GT (dry) inc: manifold,
carb(?), headers and alternator. Not
inc: starter, smog pump, power steering
pump, AC compressor, flywheel
Ford BOSS 302 500 (48)
Ford 351 Cleveland 550 (48) (includes BOSS and Australian 302-C)
Ford 351 Windsor 510
Ford 351 Windsor 525 (48) (168)
Ford 351M-400 575 (48)
Ford Y block V8 625 (272-312 CID)
Ford FE big block 650 (332-428 CID)
Ford FE big block 670 (1) ('59 352 CID)
Ford FE 625 (48)
Ford 427 SOHC 680 (48)
Ford 429/460 V8 640
Ford 429-460 720 (48)
Ford 460 V8 720 (10)
Ford BOSS 429 680 (iron block, aluminum heads)
Ford BOSS 429 635 (48)
Ford 4.6 SOHC 530 (93) iron block, aluminum heads
Ford 4.6 SOHC 473 (72)
Ford 4.6 SOHC 600 (168) (Mustang)
Ford 4.6 DOHC 464 (72) "9 pounds lighter than SOHC"
Ford 4.6 DOHC 437 (77) without accessories
Ford 4.6 DOHC 521 (94) aluminum block and heads
Ford 4.6 DOHC 576 (168) (Mustang)
Ford 4.6L (SOHC) 529 (231) w/flywheel 1998 Mustang, dressed (dry)
Ford 4.6L (SOHC) 492 (231) w/flexplate 1998 Mustang, dressed (dry)
Ford 4.6L (DOHC) 535 (231) 1998 Mustang, dressed (dry)
Ford Taurus SHO 3.2 V8 390 (229) Taurus SHO V8, no accessories

Ford Triton V10 635 (128) "dressed"

 

Brian,
If u can find the weight of the internal components of the cleveland, they should be close. I would appreciate it greatly.

 

I think I'm seeing both sides to this de-stroking idea. It may help to know that a 400 crank is about 13lbs heavier than a 351C crank. The 351M is a destroked 400 crank weighing nearly the same but the pistons are a lot heavier so it doesn't rev any better.

I have to laugh when I read about lightening cranks by knife edging. "...and we remove 2-3lbs during the process allowing the crank to safely rev higher & more quickly." Cost is about $300. OK, here's $1500 and my 400 crank, could you knife edge it 5 times.

But realistically, you're talking about installing a completely different crank, rods and pistons so it's not really destroking as much as trying to find a better way to build a mouse trap. The plus side is the tall deck height will reduce some rod angle from the longer rods and allow more revs. The negative is less leverage on the crank and smaller displacement so you'll loose quite a bit of torque below 3500 I think.

If I wanted a 393, I would use a 351C or W block. It's a smaller, lighter package and fewer custom parts are needed to peice it together. Ya know what I mean?


http://home.earthlink.net/~tcrocker/...WeightsV1.html
351W/427FE/429 listed also.

Taken from a factory Ford Engine Detail Weight Report, 2/5/69, 351C-2V engine, prototype, standard transmission
PRINCIPAL PARTS OR ASSEMBLIES QTY/NOTE PARTS/ASSYS ASSOC. PARTS GROUP WEIGHT
CYLINDER BLOCK 165.50 NA 165.50
CYLINDER HEAD 2 100.50 5.53 106.03
CRANKSHAFT 54.50 1.74 56.24
CRANKSHAFT DAMPER & PULLEY 11.90 0.16 12.06
CONNECTING RODS, BEARINGS AND PINS 8 15.70 NA 15.70
PISTONS 8 10.80 NA 10.80
PISTON RINGS 8 SETS 0.92 NA 0.92
OIL PAN 7.27 0.61 7.88
OIL PUMP & SCREEN 5.75 0.31 6.06
OIL FILLER SYSTEM 0.68 NA 0.68
OIL FILTER 1.31 0.17 1.48
ENGINE VENTILATION 0.36 NA 0.36
CYLINDER FRONT COVER 3.10 0.70 3.80
VALVE ROCKER ARM COVER 2 5.30 0.53 5.83
ENGINE REAR COVER PLATE 3.29 0.09 3.38
WATER PUMP 12.60 2.89 15.49
FAN BELT NA 0.00
THERMOSTAT & WATER CONNECTION 0.74 NA 0.74
INTAKE MANIFOLD 42.00 2.05 44.05
EXHAUST MANIFOLD 2 25.84 0.86 26.70
CARBURETOR 2V 4.10 0.05 4.15
AIR CLEANER, DUCT, VALVE, TUBE & SHROUD 9.23 0.42 9.65
FUEL PUMP 1.04 0.30 1.34
CAMSHAFT & DRIVES 10.78 0.56 11.34
VALVE TAPPETS & PUSHRODS 16 EACH 5.82 NA 5.82
VALVE ROCKER ARM ASSEMBLIES 2 4.73 1.28 6.01
VALVE ASSEMBLIES 16 8.26 NA 8.26
ALTERNATOR 10.08 NA 10.08
ALTERNATOR MOUNTING & DRIVE 1.31 NA 1.31
STARTER 17.22 0.08 17.30
DISTRIBUTOR 3.17 0.90 4.07
IGNITION COIL & WIRING 3.09 NA 3.09
SPARK PLUGS 8 0.60 NA 0.60
FLYWHEEL 30.00 0.45 30.45
TOTAL 597.17

 

Brian,
I think were going with a windsor with aussie heads on it. what r your thoughts? post them and let me know.

 

I don't know, how much money do you have? Is it for a daily driver, Pro Stocker or somewhere in between? What block, Stock W, SVO, Dart? What AU head? Iron, Alloy 2V, CHI 3V or the one Dave Storlien has been developing?