So many ideas, -so much misinformation, -so little information.

 

I know your a big 460 fan pro, so why you over here doggin are 400's? Again? For low end torque below 3 grand a comparitivly built 400 will pull just as well as a 460, and a hundred some lbs lighter. Now if you wind them up it's a bit different, the 460 will eventualy consume more air/fuel to evercome it's added weight and than outpull a 400. This is all because of the engines different bore to stroke ratios, and there effect on hp/tq and the rpm range to produce said hp/tq. The extra cubes also give the 460 the ability to progressivley consume more air and fuel wich gives it a distinct edge over a 400 at the same rpm levels. I find no problems with my 400, there is less weight on my front axle, plenty of low end grunt and 12-15mpg depending on my foot.


P.S. the best thing to do to a 400?
1) learn, learn and learn all you can about said 400
2) decide what is it that you want it to do for you.(be realistic)
3) Build for torque, let hp follow.( don't fall victim to more rpm is better kind of logic)
4)build for longevity(no fun pulling new motor for second rebuild right after the first)

P.S.S. Fords 427 Cammer would eat most are engines for lunch, even a 800hp 4mg 460.

 

Yeah, what Eric said.

 

I think the 335 series oil problem it caused the main gallery and gallerys to the mains being too small not allowing enough oil to get to the mains. I don't think that the lack of restrictors is the problem.
http://xpfalcon.kicks-***.net/Engines/Clevel26.jpg

http://xpfalcon.kicks-***.net/Engines/Cleveland.htm
https://www.ford-trucks.com/forums/s...ad.php?t=71110


I have an idea to hook up about 10 or so oil pressure gauges to the oil system and found out if/or where the pressure is going. I would put a gauge on each main bearing to find out how much pressure is getting to them.

 

Here? I wouldn't come into the 335 forum and dog 400s. That would just be silly. This post was originally in the 73-79 forums and it was apparently moved here after I'd posted. I'm actually (as I mentioned) a fan of many of Fords motors. The 427 cammer motor you mentioned is one of them. Heck, any of the 427s or 428s (check out the one in my '72 gallery) are sweet motors.

Mainly I was bored last night and figured I'd stir up some lively debate...that, and for some reason I've been seeing alot of posts with the 400 compared to the 460 lately. A pretty silly comparison in my book.

Heck, I had to search for this post to find out where it went to...I've never been in here before

 

Better heads & cam change

 

Just get the block align honed & the rods resized and your stock 400 oiling system will be just fine.

 

I just built a 400 about 2500 miles ago. I made these changes to it:
flat top pistons, a Hastings RV cam, bored it .60 to make sure the cyl were true for the chrome moly rings which are very hard, melling hi-volume oil pump, regular head job, new rod & main bearing. I already had a holley 600 cfm 4bbl on top of a Weiand manifold and that was a jump in power. A KW air filter is $40 and was another jump in throttle response in the stock motor. **A very simple cost effective mod that gave me more horsepower with the the stock motor was to remove the belt driven fan and install two large electric fans. The difference was very noticable. It runs around 180 degrees.
I also put an Accel coil that delivers about 42,000 volts of spark and gapped my plugs @ .60 insted of the standard .44. That also increased in throttle response.
At present I am running 33 inch AT tires. It won't smoke them but it will get off the line much faster than the stock 400 would and passing on the highway is a "breeze".
To do it again I would find a 400 from an old Ford Thunderbird I am told they have 4 bolt mains. Just so I could continue to use the same components and brackets PS, AC, etc. Next rebuild I will put roller everything in it, roller cam but not too wild, roller rockers etc. to reduce the friction and gain horspower and hopefully fuel economy.
The next step for me is to look into an after market fuel injection system and replace the carb...Holley claims and increase in 2-3 mpg and driveability with the Projection. That would be significant with todays gas prices. Then I'll be hitting the junk yards and tech books and the turbo forum for info on a turbo.
I want fuel economy and power kind of like a sweet & sour mix!
As far as a 460 vs 400 my gas bill is high enough already. The 460 will probably pull more but how often are city trucks pulling anyway?

 

You've been misinformed. There are no 4 bolt main 351M/400 blocks.

 

check out a web site called projectbronco

 

I agree, Pro, silly comparison. I'm a big ford fan too and the more I learn about ford engines the more I want to know. I realized the thread was moved but never made the conection between that and your post, step 10 I'm wrong. I like lively depate also, and just felt the under dog of all engines needed some love too. I also have enjoyed reading your posts for they provoke thought and are technictly sound.

 

there is a real good artical writen by david resch write here on this web site under the articals called "high performance options for the 351m/400 engine.

 

High Performance Options for the 351M/400 Engine by Dave Resch

 

Ok, getting back to the original question, what about aftermarket bolt-on's? I have a 400 & don't really want to rebuild it yet -- I don't think 91k miles justifies a rebuild yet. What can I expect with a high-flow air filter, headers, & some hotter plugs/wires/distributor?

 

headers will help, but an intake on the otherside will help move more air.

91K miles on an engine that old needs rebuilt. Your valve seals have to be SHOT