351C 4V Heads
Thread Starter
|
Senior User
Joined: Oct 2005
Posts: 122
Likes: 0
351C 4V Heads
I'm sure this question has been asked before but my thread searches have come up empty. Anyway, has anyone tried 351C 4V heads on a 351M or 400? I know that there are spacers available to make this swap work. My question is how well do they work. The reason I'm considering is I have a set of quench 4V heads just sitting around. Rather than spend more money on a set of Aussie heads, I thought I'd look into putting these heads to use. Will the factory dished pistons clear the big 4V valves?
Posting Legend
Joined: Sep 2001
Posts: 30,255
Likes: 37
Yeah, there was only a dribble of info: Low compression "factory dished pistons", A "351M -OR- 400" kind of pointed to the low end arena... He sure won't get any quench with the 4V heads and factory slugs.
Finding threads with "port stuffers" will find a lot of info re 4V heads here. Kind of a back door search.
Finding threads with "port stuffers" will find a lot of info re 4V heads here. Kind of a back door search.
Last edited by Torque1st; Nov 20, 2006 at 01:18 AM.
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
The added displacement and long rod length of the 400 motor makes better use of the 4V ports, than a 351C. I ran a set of D1AE-GA 4V closed chamber heads on my 400 several years ago. I had flattop pistons and about 10.3:1 static CR. I used Weiand adapter plates and an Edelbrock Performer Intake for the 351C. I had a Crane H278-2 cam, that had an Intake Valve Closing angle of 72 degrees ABDC to help keep the compression down.
This motor ran good on 91 Octane in California.
The Weiand spacers are no longer available, but Tim Meyer sell spacers from Price Motorsports.
The other thing that is required is a distributor extender, or a Mallory Unilite Distributor which will allow the distributor to clear the raised manifold.
So to add everything up, you need a 351C-4V Intake Manifold, a set of spacer plates, and a distributor extender, or Mallory distributor.
The CR with factory dished pistons will be about 9.4:1. This should be OK with a stock or similar cam, even without quench. It will require at least 91 Octane fuel.
Port stuffers will help the head flow at low lifts. There is no problem with valve/piston clearance at reasonable lifts.
This motor ran good on 91 Octane in California.
The Weiand spacers are no longer available, but Tim Meyer sell spacers from Price Motorsports.
The other thing that is required is a distributor extender, or a Mallory Unilite Distributor which will allow the distributor to clear the raised manifold.
So to add everything up, you need a 351C-4V Intake Manifold, a set of spacer plates, and a distributor extender, or Mallory distributor.
The CR with factory dished pistons will be about 9.4:1. This should be OK with a stock or similar cam, even without quench. It will require at least 91 Octane fuel.
Port stuffers will help the head flow at low lifts. There is no problem with valve/piston clearance at reasonable lifts.
Trending Topics
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
Tim Meyer has 1.72 CH Hyper pistons that would work well with 62.8cc quench chambers. They are made for Aussie heads, but will be great for 4V heads. These will produce the quench effect.
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
Top 10 Fords at 2026 Carlisle Ford Nationals
Joe Kucinski
3 Best / 3 Worst Parts of Modern Ford Ownership
Brett Foote
10 Amazing Upgrades That Solve Common Ford Truck Owner Headaches
Pouria Savadkouei
Every 2026 Ford Engine Explained
Brett Foote
10 Ugly Ford Trucks That We Still Kinda Love
Joe Kucinski
10 Things Every Truck Owner NEEDS (2026 Edition)
Michael S. Palmer
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Verdad Gallardo
Top 10 Most Expensive Ford Trucks Ever Sold on Bring a Trailer
Joe Kucinski
