I am planning a build of my 400 I would like to list my plan and if someone could give me an idea of Torque and horsepower I'd appericiate it. The plan is as follows (I hope to not have to go over 5000 rpms to get around 600 lbs. torque and 475 - 500 hp.) From what I've seen on Tim Meyers website I will probably be giving him alot of business.

10.5 to 1 CR
4.030 bore
4.250 stroke
Roller rockers 1.73 to 1
dual plane intake
fenderwell headers through 2.5" - 3"dual exhaust
700 cfm carb. (probably 4 barrel)
CHI 3V 185cc heads:

Flow rate as follows: (CFM)
.1 I 70 E 64
.2 I 147 E 114
.3 I 201 E 153
.4 I 250 E 191
.5 I 286 E 208
.550 I 290 E 214
.6 I 290 E 220

Cam as follows:
<TABLE cellSpacing=0 cellPadding=2 align=left bgColor=#ffffff border=0><TBODY><TR><TD vAlign=top noWrap>Part Number</TD><TD vAlign=top noWrap colSpan=2>32-218-3 </TD></TR><TR bgColor=#dddddd><TD vAlign=top noWrap>Engine</TD><TD vAlign=top noWrap colSpan=2>1970-1982 Ford


351ci-400ci
351C, 351M-400M,
8cyl.

</TD></TR><TR><TD vAlign=top noWrap>Grind Number </TD><TD vAlign=top noWrap colSpan=2>FC 252H-10 </TD></TR><TR><TD vAlign=top noWrap>Description</TD><TD vAlign=top noWrap colSpan=2></TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap>Intake</TD><TD vAlign=top noWrap>Exhaust</TD></TR><TR><TD vAlign=top noWrap>Valve Adjustment</TD><TD vAlign=top noWrap>0 </TD><TD vAlign=top noWrap>0 </TD></TR><TR><TD vAlign=top noWrap>Gross Valve Lift</TD><TD vAlign=top noWrap>0.468 </TD><TD vAlign=top noWrap>0.468 </TD></TR><TR><TD vAlign=top noWrap>Duration At 0.006 Tappet Lift</TD><TD vAlign=top noWrap>252 </TD><TD vAlign=top noWrap>252 </TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap>Valve Timing At 0.006 </TD><TD vAlign=top noWrap></TD><TD vAlign=top noWrap></TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap>Open</TD><TD vAlign=top noWrap>Close</TD></TR><TR><TD vAlign=top noWrap>Intake</TD><TD vAlign=top noWrap>20 </TD><TD vAlign=top noWrap>52 </TD></TR><TR><TD vAlign=top noWrap>Exhaust</TD><TD vAlign=top noWrap>60 </TD><TD vAlign=top noWrap>12 </TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap colSpan=3>These Specs Are For The Cam Installed At 106 Intake CL</TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap>Intake</TD><TD vAlign=top noWrap>Exhaust</TD></TR><TR><TD vAlign=top noWrap>Duration At 0.05 </TD><TD vAlign=top noWrap>206 </TD><TD vAlign=top noWrap>206 </TD></TR><TR><TD vAlign=top noWrap>Lobe Lift</TD><TD vAlign=top noWrap>0.2706 </TD><TD vAlign=top noWrap>0.2706 </TD></TR><TR><TD vAlign=top noWrap>Lobe Separation</TD><TD vAlign=top noWrap colSpan=2>110 </TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR></TBODY></TABLE>OR
<TABLE cellSpacing=0 cellPadding=2 width=0% align=center bgColor=#999999 border=0><TBODY><TR><TD><TABLE cellSpacing=0 cellPadding=2 align=left bgColor=#ffffff border=0><TBODY><TR><TD vAlign=top noWrap>Part Number</TD><TD vAlign=top noWrap colSpan=2>32-219-3 </TD></TR><TR bgColor=#dddddd><TD vAlign=top noWrap>Engine</TD><TD vAlign=top noWrap colSpan=2>1970-1982 Ford


351ci-400ci
351C, 351M-400M,
8cyl.

</TD></TR><TR><TD vAlign=top noWrap>Grind Number </TD><TD vAlign=top noWrap colSpan=2>FC 260H-10 </TD></TR><TR><TD vAlign=top noWrap>Description</TD><TD vAlign=top noWrap colSpan=2></TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap>Intake</TD><TD vAlign=top noWrap>Exhaust</TD></TR><TR><TD vAlign=top noWrap>Valve Adjustment</TD><TD vAlign=top noWrap>0 </TD><TD vAlign=top noWrap>0 </TD></TR><TR><TD vAlign=top noWrap>Gross Valve Lift</TD><TD vAlign=top noWrap>0.484 </TD><TD vAlign=top noWrap>0.484 </TD></TR><TR><TD vAlign=top noWrap>Duration At 0.006 Tappet Lift</TD><TD vAlign=top noWrap>260 </TD><TD vAlign=top noWrap>260 </TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap>Valve Timing At 0.006 </TD><TD vAlign=top noWrap></TD><TD vAlign=top noWrap></TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap>Open</TD><TD vAlign=top noWrap>Close</TD></TR><TR><TD vAlign=top noWrap>Intake</TD><TD vAlign=top noWrap>24 </TD><TD vAlign=top noWrap>56 </TD></TR><TR><TD vAlign=top noWrap>Exhaust</TD><TD vAlign=top noWrap>64 </TD><TD vAlign=top noWrap>16 </TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap colSpan=3>These Specs Are For The Cam Installed At 106 Intake CL</TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap>Intake</TD><TD vAlign=top noWrap>Exhaust</TD></TR><TR><TD vAlign=top noWrap>Duration At 0.05 </TD><TD vAlign=top noWrap>212 </TD><TD vAlign=top noWrap>212 </TD></TR><TR><TD vAlign=top noWrap>Lobe Lift</TD><TD vAlign=top noWrap>0.2795 </TD><TD vAlign=top noWrap>0.2795 </TD></TR><TR><TD vAlign=top noWrap>Lobe Separation</TD><TD vAlign=top noWrap colSpan=2>110 </TD></TR><TR><TD vAlign=top noWrap colSpan=3><HR noShade></TD></TR><TR><TD vAlign=top noWrap></TD><TD vAlign=top noWrap colSpan=2></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>

 

What are you going to use for fuel?

 

Planning 93 octane....My boss runs 10.5 to 1 in a 351W stroker motor on Sonoco 93 with no issue. Do you foresee a problem where I should lower the CR?

 

Danlee can run the numbers but those cams look too small for that compression.

 

Well the reason for the cam choice is an attempt to keep the torque high at low rmp and flatline it through out the curve. I know a bigger cam is ideal but for my truck but I'd hate to have to go with a stall. and run 6000 + rpms. I may be off base but my thoughts with this set up is mucho power @ low rpms. And I'm open to suggestions. Thats what I love about the dyno sim its a cheap way of playing with an engine. Also i forgot 1.650" Exhaust valve. 3V 185cc head has a 2.070" Intake valve & 67cc chamber

 

The Torque = 472@2000 RPM. and 509@3500 RPM peak. The peak HP is 407@4500. I used the 32-219 cam, because the shorter cam is out of the question for pump fuel.

With the 32-219 cam the Dynamic CR is 8.97:1, based on 10.5:1 static CR. Even with quench and fast burn alloy heads, this is risky.

I really need to know the rod length to do the DCR right.

The cam lift is too low for the CHI heads. You should use a hydraulic roller with at least 0.550 lift.

You could retard the cam 4 degrees to bring the DCR down, but you will lose some low RPM torque.

 

Thanks,

I'm looking for rod length off of tim meyers site but it is not listed. I have hunted for some roller cams but everything I've seen looks like it will push the curve to high rpms. which is what I'm trying to avoid. Let me look at another site for rod length give me a couple minutes

 

6.250 SCAT I - Beam Rods

 

That raises the DCR to 9.02:1. A 4 degree retard brings it down to 8.8:1. A DCR of 8.5:1 is considered maximum for pump fuel. The alloy heads are good for more.

I have CHI-3V heads and a DCR of 8.2:1. I have no problem with 93 Octane fuel.

You can get a custom grind Hydraulic Roller for about the same money as a standard. Call Comp Cams and give them your specs, let them recommend a cam.

 

I really appericiate the help.

 

I don't think 6.250 is the right length. Where did you get that number? That leaves room for a 1.925 CH piston.

 

Intresting you point this out.
www.strokerkits.com
advertises the following 434 Ford Stroker Kit (note the stroke length. Although i can't find it right now I would swear that the kit Tim meyer offers is a 4.250 stroke.

Click here for the ULTIMATE Street Blocks
9.5 compression

4.200 Stroke Crankshaft

( Custom Grind and Cam Cut 400 Crank )

6.250 SCAT I - Beam Rods

Standard .020" .030" .040".060" Custom Forged Pistons

Rod and Main Bearings and Rings

 

Tim Meyer's kit has a 4.03 X 4.25 stroke, new steel crank, custom rods and custom forged pistons. I seem to remember the rods were something like 6.6"

Strokerkits.com isn't a 434 and based on the description isn't for a 351M/400 either. A 4.2 stroke 400 crank would have the journals cut way down to a SBC 2.0 dia and the counterweights cut down because of the 6.25 rod length and filled with mallory metal.

I really doubt the pistons are a 1.9+" CH, so more than likely this kit is for a 351W block AND heads. It's very unlikely they would carry so many custom piston sizes for a 335 series head application.

Even if it did fit a 351M/400, the parts are junk compared to TM's kit.