I am currently really thinking of putting a 400 in my Excursion. I have a 552 CID ford motor that could go in but the firing order and its length are troubling. The 400's firing order and length are perfect. The 400 shares the firing order with the 5.4L 2V motor that came in Excursions and that is the PCM I will be using. The 460 would need a custom $800 solid roller camshaft and its fan would be only a couple inches from radiator. I could program the changed firing order but I like to keep things simple.

If I go the 400 route it will have TFS heads, 10.5:1 static compression with MPG specific roller hydraulic camshaft, EFI intake(351C), full PCM controlled coil on plugs and 8 injectors. Crank trigger and camshaft synchronizer, dual 57mm throttle body, O2 sensors the works. Headers and a full Diesel 4 inch exhaust.

I will run 91 octane fuel above 5000 ft and 93 if I ever venture below 5000 ft.

8000 pound 4X4 and I live at 7200 ft. Mostly drive down to 6000 ft to work and up to 7200 ft back home which is a good pull, as most of the elevation is in the last 2 miles. Hunting takes me to 9000 ft.

Current motor is a Ford V10 6.8L, with 310HP (5200 rpm) and 425 TQ (3200 rpm) at sea level. Probably 250 hp and 350 TQ up here, drivetrain losses even makes it worse. A 6.6L 400 seems like a really good comparable motor to replace the 6.8L motor.

Any prediction as to what my 400 build might have for HP and TQ?

I have thought about the 444 cid stroker kit that is available but I tend to worry a lot. Piston force on walls due to stroke, long rods and oil rig support maybe, just want a very reliable trouble free motor that will last at least 100,000 miles or more. If the stroker kit is a long term viability its most defiantly in the running. I've been told by the manufacturer that it will make somewhere around 500hp and 500tq. That is great and if I can calm my nerves I will go that route. But I need to know what a non-stroked 400 will make first.

I have seen some say a 400 will make 500 hp just by adding heads and fixing the piston to deck height.....I just don't know.....any help is appreciated.

 

Sounds like a good plan to me. The 4” stroke of the 400 will only help with the altitude you’ll be at.

Whats it take to have the 5.4 ecu run the 400 for efi?

 

Not much really as the current vehicle has most everything needed.
I will need a crank trigger with VR (variable reluctance) output for the crank signal.

The 400 OEM distributor sends out VR to all eight cylinders so I can just grind off 7 of the reluctor wheel tabs leaving #1 to send the cam signal to PCM. So there will be no spark plug wires coming out of distributor cap nor a coil wire. Only 2 wires will be used on distributor and those send magnetic VR signals to the plug on OEM 5.4 harness that captures the camshaft position data. I could opt for a Camshaft synchronizer used in some newer model motors that would eliminate the distributor all together and this synchronizer would run the oil pump and send out cam data. It would look something like this.
Stock V10 throttle body and elbow will be used on the 400 intake, as it has the IAC and TPS sensors on it.

Coolant temp sensor can be put in the stock block location on 400.

The Excursion does have a CHT or cylinder head temperature sensor that I will need to put on one of the Aluminum heads. Its a dry sensor so that just means contact with head.

The intake will have 8 injectors that will plug into OEM 5.4L injector harness, and the coil on plugs will mount on the valve cover bolts and go down to each plug and plugging the COPs into OEM harness.

There is a knock sensor that will need to be attached to the block too. Other than that its just a matter of tuning for new motor which should not be too big of a deal. Just changing PCM from a 5.4L to 6.6L and that is easy during closed loop the O2 sensors and MAF take care of that. Open loop WOT will need richened to deal with more cubes.

This is being used to attach the 400 to the 4R100 OEM transmission so OEM computer can run that too. It can be used for ford blocks...351M,400, and 429,460.
https://transmissioncenter.net/shop/...ber-fo1002501/

 

Neat thread. Interested to see where this goes. Subscribed.

 

Interesting dilemma. I'm kind of with you on the stroker.... is it worth it for an extra 30 cubic inches? The Excursion is a TANK so extra power would be nice, but you're already going to be well above factory output of the V10.

Sounds like a really great project!

 

May have to go the 552 cid route, finding a good core for a 400 rebuild is stupid hard.

Everyone wants $400 for a motor, that's 40 yrs old and most can't confirm it's condition or even if it's a 351M or a 400.

One guy wants $700 !!!!!

Finding one that's a 77 and up model is even harder.

What I have determined is a 400 in a 78 or 79 Lincoln is most desirable as those tend to be not previously rebuilt.

 

Main thing is use TMI pistons: https://www.tmeyerinc.com

Cam around 204 - 210 degrees (at .050" lift) intake duration... maybe a little more if ECM will tolerate it...

 

I know little about cams, expecially ones for high elevation. They need to be a little different for high elevation I think.

That's why MPG heads in Denver will be doing my custom roller camshaft. They should know high elevation being from way down at only 1 mile above sea level.

If it were not stupid expensive I would put roller cam bearings in and get rid of all cam oiling needs. Helping oil to mains.

May have found a short block that's been sitting in the back of a van for 20 yrs.

Its not locked up and will be pulling heads on Tuesday to confirm std bore.

 

Confirm the 4" stroke as well...

Put the cam bearings in so the oil holes only 25% line up...

LOL! ... Reminded me of the cam bearings they found in this 351C build:
.

 

You could swap me that 552 for my 351M It's got a little over 110k on. Just kidding.

 

Let me get this straight,,,,,,

A 4.25" stroke 351W crankshaft
https://www.adperformance.com/index....roducts_id=531

Special Rods
https://www.cnc-motorsports.com/eagl...ting-rods.html
And Windsor pistons
https://www.summitracing.com/parts/s...c-30/make/ford

Will give me a new crank, new rods, new pistons and 434 CID?
All for $1400

Is this right?
Ford 351W crankshaft 4.25 stroke 3" mains
Special rods to fit said crankshaft 6.560" long
And 302 Pistons (with 1.608 CD) will bring said pistons up to almost Zero Deck, on 351M and 400 blocks.

What are the CONS of doing this build?

 

The exceptions seem to be adding up to a lot of $$$. 1700 for an adaptor now. A rare block with high cost. 1000 for loaded aluminum heads. cams. Injectors. Headers. Is it really cheaper/better/more reliable? I never saw a 400 go as many miles as a 6.8.
The idea and adaptability is amazing. But the reality of a reliable system seems flawed.

 

What's the $1700 adapter? The blocks are everywhere... Who needs troublesome aluminum heads, injectors, headers?

 

re read his intentions and justification. Linking to the ecu. Firing order. Coil packs. Maf. Power comparisons are for performance hp with heads.
then find the link , a few posts above, to the trans adaptor company. Its $1700. And, its only for a 4 hole torque converter. So even more cost for a special, low stall, mustang/car converter.
I applaud the ingenuity. I applaud the thinking. But if you stick to the original intent to make something better for less money, its failing that bar upon closer inspection.

 

Yes I can see what you are saying.

But a new V10 is $5000 and is basically a disposable motor, meaning it's very difficult to rebuild properly. Who actually tries to find the right thickness head gasket after milling heads and block on a v10? Who even makes thicker head gaskets? Overhead cams and screwed up cam to crank distances. Who even makes camshafts for the v10? Plus at my elevation its 240 hp and 320 ft lbs of torque if I'm lucky.

There is zero aftermarket support and it's heavy.

The 400 I found was $150.00 oil pan to intake.

I never saw a 400 go 300,000 miles either but few died with a rod thru block. Most probably died due to age of vehicle. However with pcm controlled timing, ignition, air fuel ratio and a roller camshaft I suspect 300,000 is not off the table.

$5000 will get me a motor that will work better at 7000 ft. If I could make a V10 better I would I just cannot.