4-bolt 400
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Laughing Gas
Joined: Nov 2002
Posts: 1,198
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From: Fairmont
4-bolt 400
Well, here's a start of a new project. It's a quick picture of a 400 block that we installed 4-bolt steel caps on. The other picture is the stroker piston and rod combination. This combination will yield 434 cubes.
http://www.tmeyerinc.com/images/434block.jpg
http://www.tmeyerinc.com/images/434piston&rod.jpg
http://www.tmeyerinc.com/images/434block.jpg
http://www.tmeyerinc.com/images/434piston&rod.jpg
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Laughing Gas
Joined: Nov 2002
Posts: 1,198
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From: Fairmont
Yes they are. They come as a forged flat top (zero deck height). We can machine them to acheive up to a 38cc dish. That would get a set of aussie heads down to about 9.5:1 compression ratio. Sounds like we may have at least 3 kits sold and they all might have the CHI heads for them.
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Laughing Gas
Joined: Nov 2002
Posts: 1,198
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From: Fairmont
Honestly, the steel caps are first priority, also nice to have the 4-bolt. With 4.250 stroke, there will be a lot of torque. I bet a very,very close 500# of torque on a really mild application.
Postmaster
Joined: Aug 2001
Posts: 4,270
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From: Delaware
Dyno 2K says 513 ft-lbs torque @2000 RPM and 475 ft-lbs@4000 RPM with a Crane #529721 Hydraulic Roller cam. The peak HP is only 380@4500 RPM, but this is a torque motor and should run on 87 Octane with no problem.
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Elder User
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It's about time somebody started doing what should have been done 30 years ago with these motors. From a racing standpoint they have a very desireable ability to have long rods and lots of room for stroke too. If they had just done it right to start with we could have had a 4.155 bore to really compete with the SB chevy crowd.
Now we just need Edelbrock or Weiand to make us a good Stealth or RPM air-gap to feed it. That and a bottom manifold that would allow bolting on the 351W EFI setup on top and we could have factory EFI.
Now we just need Edelbrock or Weiand to make us a good Stealth or RPM air-gap to feed it. That and a bottom manifold that would allow bolting on the 351W EFI setup on top and we could have factory EFI.
Postmaster
Joined: Aug 2001
Posts: 4,270
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From: Delaware
I am working on an EFI conversion. What I have found so far is an upper intake from a 460 EFI motor can be adapted to a 4 barrel manifold. On the 460 upper, I plan to mount a 2003 Cobra TB. I don't have the 460 upper, yet, so I am not sure about the fit. I have a Lightning MAF and 42# injectors. I will probably buy a manifold and adapter kit from CHI to mate to my CHI heads. I have the fuel rails, a regulator, the injector bungs, a Mustang A9P ECU, and an EFI harness. I also have a 351W TFI dist. I planned to change the gear, but the shaft is cracked.
Does anyone know, if the shaft from a Duraspark dist. is the same as a TFI dist.
Does anyone know, if the shaft from a Duraspark dist. is the same as a TFI dist.
Fleet Mechanic
Joined: Jan 2003
Posts: 1,811
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From: Central Ohio
I agree, if the 400's were built like this years ago, by know they would be even more advanced and probably much more supported in the aftermarket scene.
I just got into the 351M/400 motors when I bought my bronc just 4 years ago and just in the time Tim Meyer has really made some strides with the motor. Forged stuff, 4.25 stroke, and even being able to run 'streetable' aussie heads on the above combo.
Danlee... keep me informed on your efi progress. That is one of the things I am going to do for sure. But I was going to go the holley route, with the commander 950 tbi setup. Much simpler comes in one package (everything except the distributor I think). If you can get efi working good using that combination of stuff for less than the holley kit (~$1400) I might be interested. If it does work out good, sounds to me like a tech article in the makings...
I just got into the 351M/400 motors when I bought my bronc just 4 years ago and just in the time Tim Meyer has really made some strides with the motor. Forged stuff, 4.25 stroke, and even being able to run 'streetable' aussie heads on the above combo.
Danlee... keep me informed on your efi progress. That is one of the things I am going to do for sure. But I was going to go the holley route, with the commander 950 tbi setup. Much simpler comes in one package (everything except the distributor I think). If you can get efi working good using that combination of stuff for less than the holley kit (~$1400) I might be interested. If it does work out good, sounds to me like a tech article in the makings...
Postmaster
Joined: Aug 2001
Posts: 4,270
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From: Delaware
I don't think that my EFI conversion can be done for less than $1400.00. The CHI intake and adapter are almost 1/2 of that, but while the Holley 950 is a Speed Density Bank system, mine will be a Sequential Port Injection MAF system. If someone were to mass produce a kit like this, maybe $1400 would be a target price.
Fleet Mechanic
Joined: Jan 2003
Posts: 1,811
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From: Central Ohio
Yeah, the sequential injection would make it a bit more pricey. But definately should have the potential to better manage the fuel. Your design is probably based around the chi stuff which I wouldnt have so I am not sure if it could work at all anyhow. Still learning about this FI stuff, but I am probably going to get the holley kit for simplicity and that is is decently priced (if there is such a thing).
Postmaster
Joined: Aug 2001
Posts: 4,270
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From: Delaware
The Accel DFI system is supposed to be the best and easiest to tune, but it is still a Speed Density bank fire system. The Holley Commander 950 is as well. The Holley throttle body injection (TBI) is not much better than a carb. Save your money for something better than that.
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Originally Posted by danlee
Dyno 2K says 513 ft-lbs torque @2000 RPM and 475 ft-lbs@4000 RPM with a Crane #529721 Hydraulic Roller cam. The peak HP is only 380@4500 RPM, but this is a torque motor and should run on 87 Octane with no problem.
http://www.rc-tech.net/per/351v400.jpg
I have entered the flow settings for the CHI heads. I am not overly familiar with the program and wondered what I amy be doing different?
Gary