Hi There,

I have a 400M I am fitting to a Cobra Replica. I have with it a wide ratio Toploader gearbox. I have read on this forum that the 400M bolt pattern is not the same as the 351C. I have information from a book that indicates that it is. The casting number on my block is D4AE-B2A which puts it in the range of 1971-1980. Can anyone advise me further.

Thanks

Iain

 

[QUOTE]Hi There,

I have a 400M I am fitting to a Cobra Replica. I have with it a wide ratio Toploader gearbox. I have read on this forum that the 400M bolt pattern is not the same as the 351C. I have information from a book that indicates that it is. The casting number on my block is D4AE-B2A which puts it in the range of 1971-1980. Can anyone advise me further.

Thanks

Iain


Well, here goes!

Ford paid their engineers to well. So this might get confusing, I will keep it simple. The 400m and the 351c share similarites in that their 335 series blocks, their heads are interchangable, cams, oil pans, distributors, and a few others. The 351c is a small-block, because it shares the small block bell-housing like its fellow brothers the 289,302, and 351w, The 400m is a stroked 351m, and is a big-block because of it's bell-housing pattern, like it's brothers 351m,429, and 460. I hope this helps, please look through the rest of this message board, as their are better in depth answers to your questions.

Custom 1980 f-100 shortbed 351c-2v

 

OK first of all it's a 400 not a 400M. Second, there was 1 400 block which had the same bolt pattern as the 351C which is another member of the 335 series. The casting # was D3AE-B so your engine would have the 385 series (429/460) bolt pattern. The 351M and 400 share the same block and neither are considered "big blocks" The 351M is a destroked 400 with a unique crank and pistons. All other parts of the 351M and 400 are 100% interchangeable. Some parts of the 351C such as the heads, cam, timing gears and distributor will interchange with the 351M & 400.

 

What kind of modifications do you intend to make to the 400 in the cobra. If you leave it mostly stock, I don't see this being the most ideal combo in a lightweight sports car. That engine was designed to pull heavy cars and trucks around at low rpm. Maybe though, you could put a wilder cam, high comp pistons and 4v cleveland heads on it to change it's personality. I guess it would depend also on what rearend gear ratio you are going to run too. A cobra with a 400, outperforming the other cobras at a slalom event would definitely be a conversation piece.

 

The engine has already been rebuilt. It requires an Intake Manifold, Carb, Distributer and a few other minor bits. The main performance change will come from the TRW forged high comp pistons and the cam (details I don't have to hand). I'm considering getting 4V Quench Heads to up the compression ratio but not too fussed at the moment. It's currently running somewhere near 9.5:1. Ordered an Edelbrock Performer 400 Manifold and a Holley 750cfm Vac Sec carb to drop on top. I'm hoping to get around 300HP when it's all dolled up. but we'll see.

Unfortunately I didn't know much about American V8's when I bought the engine and the guy who sold it said it was a 351C! Guess it pays to investigate things thoroughly before buying. Will probably run it for about a year or so and then get the engine I wanted originally (351C).

 

Just a point of information, TRW never made any "off the shelf" forged high comp pistons for the 400, at least not here in the states so it might do you some good to check a little further into the components that were used during the rebuild. Having said that, depending on the cam you choose, if you really are at 9.5:1 C.R. then you should be a lot closer to 400 hp than 300 hp with that combination.

 

Thanks for the info on the Pistons.
They were from Performance Automotive Warehouse (PAW), page 143, Part No. TRW-L2466.030 (Flat Top w/Valve Relief Only).

Regarding the CAM, PAW page 225, Part No. 10329 (SSI Performance CAM). The numbers don't mean too much to me because I'm not from an engineering background but: -
Duration (Lift) = 204-214
Duration (Int) = 270
Duration (Ext) = 280
Gross Valve Lift (Int) = .484
Gross Valve Lift (Int) = .510
Deg. Lobe Cen = 112
BTDC - 5
ABDC 29
BBDC 44
ATDC -10

Comments on good or bad would be helpful. It's easier to rebuild whilst the engine is out.

Thanks.

P.S. My apologies if this is the wrong group to be talking about this but I'm pretty new to this lot. I dont' want to **** anyone off!

 

The TRW-L2466 pieces are for a 351M not a 400. If you install them with a 400 crank, they'll stick up out of the block way too far. We're talking some expensive damage here.

The cam looks fine. 335 engines like a little more lift & duration on the exhaust anyway so a dual pattern is the best bet. I'd venture a guess you could go a little "wilder" and still be OK for the street.

 

Okay, what's going on here?

The guy who sold me the engine originally advertised it as a 351ci Cleveland engine. According to the casting number on the engine block and a book by Tom Monroe on American V8's it is a 400. The engine has been rebuilt (the heads are on and I can manually turn the engine over with a wrench) and everything looks fine. I have just received a copy of the PAW receipts for all the parts bought and he has the engine down as a 351M. Is there any other way (other than the block casting number) to determine what I have?

He has had a new Crank from PAW but I can't find the Part No. in the catalogue (CRK-FOR1K). Also there are new Con Rods (ROD-FOR400HP) but I can't find them either.

I'm really getting worried about what I've got here. I don't doubt that this guy has spent lots of money rebuilding this engine but I am not sure that he has got the right parts.

Many thanks for the advice.

Iain

 

>Okay, what's going on here?
>
>The guy who sold me the engine originally advertised it as a
>351ci Cleveland engine. According to the casting number on
>the engine block and a book by Tom Monroe on American V8's
>it is a 400. The engine has been rebuilt (the heads are on
>and I can manually turn the engine over with a wrench) and
>everything looks fine. I have just received a copy of the
>PAW receipts for all the parts bought and he has the engine
>down as a 351M. Is there any other way (other than the block
>casting number) to determine what I have?
>
>He has had a new Crank from PAW but I can't find the Part
>No. in the catalogue (CRK-FOR1K). Also there are new Con
>Rods (ROD-FOR400HP) but I can't find them either.
>
>I'm really getting worried about what I've got here. I don't
>doubt that this guy has spent lots of money rebuilding this
>engine but I am not sure that he has got the right parts.

I couldn't find that part # in the PAW catalog either but the Ford casting # for a 351M crank is 1K so I'd be willing to bet that you have a 351M crank in it. The rods (as well as the block) are identical for both engines. The only way to tell absolutely which engine you have is to measure the stroke. 3.5" for a 351M, 4" for a 400.

 

>OK first of all it's a 400 not a 400M. Second, there
>was 1 400 block which had the same bolt pattern as the 351C
>which is another member of the 335 series. The casting # was
>D3AE-B so your engine would have the 385 series (429/460)
>bolt pattern. The 351M and 400 share the same block and
>neither are considered "big blocks" The 351M is a destroked
>400 with a unique crank and pistons. All other parts
>of the 351M and 400 are 100% interchangeable. Some parts of
>the 351C such as the heads, cam, timing gears and
>distributor will interchange with the 351M & 400.

Anyone know which vehicle(s) and years (presumably 1973/1974 based on casting) had the 400 with the small block bolt pattern? I would not mind looking for one as I would swap up from my 351C to a 400 if I could avoid the expense of swapping the transmission (C6) too. Thanks!

 

>Anyone know which vehicle(s) and years (presumably 1973/1974
>based on casting) had the 400 with the small block bolt
>pattern? I would not mind looking for one as I would swap
>up from my 351C to a 400 if I could avoid the expense of
>swapping the transmission (C6) too. Thanks!

There aren't a lot of resources out there for the 400 with the 351C bolt pattern as far as which vehicles they came. I understand that it was only the 1973 model year. I would check out some of the Pantera sites on the internet and see if they can give you some better ideas.

 

According to my book the only 400 with a 351C bolt pattern was indeed a 1973 "full-size" ford with fmx automatic transmission (transmission code PHB-AD).

Hope this helps.

 

Iain, did you ever figure out which engine you have? I'd bet that based on the pistons & crank # you have a 351M.