Im wanting to build my 400 up and finding parts such as heads etc is getting hard. Can i use 351 parts? Any advice?

 

You can use almost all of the parts from a 351M, some of the parts from a 351C, but no parts from a 351W. -Kind of confusing huh? The 351M and 400 are the same engine except for the crank and pistons. They are in the same family as the 351C, but have a one inch taller deck height, so some of the internals will not work. You could use a 351C intake manifold, but you would have to use spacers and there are aftermarket ones available for less. The heads for a 351m, 400, and 351C 2V will interchange, but have a few differences in combustion chamber size. There is a head from Australia that is a closed chamber for the 351C 2V and will increase you compression ratio, but should be used with aftermarket pistons from Tim Meyer for the best results. The 351C 4V heads have very large intake and exhaust ports and will kill power on most 400 engines. You can also purchase new aluminum heads from a few vendors. You should really look at the engine forum; it has some great information and will point you towards aftermarket suppliers. The is also a good write up on a 400 build at ProjectBronco.COM! A 78-79 Ford Bronco Resource Center, and it includes a C/R calculator.

Hope this helps

 

hello i took out a 351m and insalled a 400m in my 78 4x4 the 351 ran better than the 400 the only thing i did to the 400 was a intake ,carb and headers the mastake i was told was the 400 needs more compression to make them run i only had it in my truck for abot 3 months went to a 460 that was the way to go mike any questions email me huntersmith57@yahoo

 

thanks,,i guess my last question is would i be better off building up the 400 or just swapping for a 460? After all there is no replacement for displacement lol

 

The motor in my 79 Bronco was the 400. We (Dad and I) sent the block out for .030 overbore then did the whole assembly at home. The heads went out for valve-job too, but I did gasket-match port them, intake and exhaust.

I did use forged pistons (TRW, I think...) and I guesstimate my final C/R was around 9:1

We stuck a Melling RV cam in there for low-end torque. I eventually topped it off with a Edelbrock Performer 400 manifold and Holley 600 w/ vacuum secondaries. (Yes, as a matter of fact, that same carb is on my 460 motor right now! Not for long though!!!) The final step was adding some Hedman Headers into Dynomax dual exhaust....I still don't know why I didn't go with the Flowmasters on that truck! Everything else I've owned since has gotten Flowmasters! Period!

The end result was 406 cu. in's of peppy-poppy-and lightning responsive small block FUN! Dang...I used to LOVE racing all the Chevys around town!!! But I just could NOT beat them snappy little Mustangs!

I believe the motor lasted me only about 2 years however. I am REALLY HARD on my motors, so it was no surprise when it finally gave out! I sold the Bronco a short time later and have regretted it ever since!

There is one picture in my photo album (here on FTE) of me stabbing the 400 into the Bronco. Check it out.

Ultimately however, if I dare to try and make a recommendation to you...I'd definately suggest that you go with a 460! Others out there may disagree with me and that's totally OK, but I personally just can't go without having a big block engine.
So far I LOVE my 460 in my F250! Again, you can see my other posts for my 'wish list' with this motor. I'm not going to do much to it however.

Either way you go....take your time...do your homework, and don't be shy to ask mucho questions!

Cheers Mate!

 

So what all would need to be replaced if i would go to a 460, ex. alternator, starter, would my c6 mate with the 460?

 

Their are quite a few write ups on putting in a 460. The acc's and mounting brackets can be made to work. Main parts to get are new motor mounts and headers

 

Man, I wish I could answer your question, but I honestly just don't know all the specifics to a swap.

I have never done an engine SWAP, so my direct experience there is none! I do believe your C6 will bolt up. That's what I have behind my 460.

But, just to be sure, you better ask some of the seasoned ole' veterans around here first!

 

Thanks for all your help,,im thinkin about just building it up and if i dont like it ill just swap it,,ive never changed a camshaft in these trucks? what do i have to remove? intake? step by step instructions will probably be needed for me

 

I think this book is a MUST have...I've had mine since I rebuilt my Bronco about 17 years ago!

Here is a link to a Peterson site, or go to Amazon or whatever you prefer.

How to Rebuild Your Ford V-8 351C, 351M, 400, 429, 460 - by T MONROE

ISBN 0-89586-036-8

If anything, sit down and read it from end to end. You'll be amazed at how much you will understand, how much you will be able to identify parts/engines, and how easy it really is for a step-by-step rebuild.

 

I have the book that hpproron mentioned and highly recommend it, plus it works for the 400 and 460.

Also, your C6 will work for both engines.

There are good arguments for swapping to the 460 or building the 400. I decided on building my 400 because I could get about the same power for the money, it weighed 150lbs less, gets better gas mileage, and I did not have to source the parts for the swap. But you do have a few more aftermarket parts for the 460. It just depends on what you want out of it.

Mine is bored .030, has ~9.5:1 CR, a comps cam, edelbrock 1406, Hooker headers and dual mandrel bent 2.25 pipes with crossover. It pulls like crazy when you get into it. It's in a 78 F250 2wd and I get ~12 MPG normal and ~10 MPG towing.

 

are you using stocks heads and pistons? if not what are you using?

 

I am using stock heads that I polished the chambers and grinded out the bumps in the exhaust port. You can shape the exhaust ports to flow better, but will want to know what you are doing so you don't go too far or make them flow worse. I had the shop put in new hardened exhaust sets when they went through the heads as well.

The pistons are Keith Black hyperutectic piston made for Tim Meyer. You can go to his site at TMeyer, Inc. Precision Automotive Machining. He has two versions; one for stock heads and another for the closed chamber 351C 2V heads.

I also used the Comp cams DEH265 cam to help bleed off some low RPM compression and used an adjustable timing chain set to remove the stock retard of the cam timing. Make sure you go with aftermarket valve springs when using a bigger cam since the stock springs have an issue with increase valve lift.

I used a Holley street dominator single plane manifold because it is what I already had, but would probably go with the Edelbrock dual plane with egr if I was buying new. I also used the Edelbrock 1406 carb. I had the distributer rebuild and the curve setup for my engine as well.

With my setup I was told the torque should be over 400ft/lbs and over 300HP and that torque curve is pretty flat between 2000 and 4000 RPM. A dual plane manifold and a cam with less overlap would shift the torque curve lower, but I wanted the ability to pass at freeway speeds with a load and not worry about hitting a wall above 3000RPMs. All I know is this 5000lb truck moves pretty good when you put your foot in it.

 

Do i want the 14cc step dish or the 30cc?

 

14 for stock 400 heads. 30 with a aussie or 4v closed chamber head.