Junk!

 

those are big blocks, the cleveland is a small block as well as the windsor

 

the 351M and 400 were both based on the cleveland block, the only difference is a little taller deck height. they are all small blocks

 

Here's a link to info on the Ford 335 (Cleveland) engine family. And yes the 351M and 400 are small blocks, in stock form they were thirsty, low performance, 2V small blocks...

 

Sm Block, Big Block...to me those are all chebby terms. ford uses "families" doesn't it?
Ie: I6 sm six, big six; FE etc. Don't ja gotta know what family the engine evolved from?

Back to the topic @ hand: diesel bronks.
I seek something in the 500 - 700 lb range ('66 - '77 Bronco), sm 4 cyl, (real outside guesstamate 250hp, 2000tg) both @ 1500 rpm, w/o a computer and has a line pump I can turn up. No, the 4BT is too heavy. Almost gotta use the ZF cuz I need the PTOs (both L and R) n want the gearing offered. Is a wrk truck that sees bout 30% on road time.

o0OOPPps - this isw an old post. Humm - I just got a diesel bronco link in my FTE e-mail "notifications". Guess it wasn't from here...

 

221/255(gag)/260/289/302/351W/351C are small blocks. 332/352/360/361(HD)/390/391(HD)/406/410(??)/427(bow before the God of big blocks)/428 are FE big blocks. 383/410/430/462(??) are MEL freaky old big blocks that I've never actually touched in my life, and have only seen a couple times. My older brother said they kind of sucked, so I'll take his word for it. 377(HD)/429/460 are late model big blocks.
Oh yeah, then there's the 351M/400. Small block C heads on a weird block that sports 460 bellhousing and mounts. It almost looks like a homemade "Clevor", which is a 351W block with 351C heads on it, and is quite huge for a small block.
What do you call those 351M/400 motors? The M stands for MUTANT as far as I'm concerned. You can't truly call it a small block because of the bell and mounts, but you can't call it a big block because it uses some small block pieces. It's a Mutant.

p.s. I'm running coils in my Bronco with the Cummins, so far it's maintaining its ride height with about 5000 miles on it, and the ride quality is very good. They're not special order coils, just the usual Skyjacker 6" coils for a '78 truck. Also, if you're worried about the frame on the Bronc, I wouldn't be. The '91 Dodge that I pulled the Cummins out of had a MUCH lighter duty looking frame on it than my '78 Bronc, the front wasn't boxed at all, and the front crossmember looked like somebody had bolted on a section of an old bed frame. The Dodge had 159k HARD miles on it as a work vehicle for an asphalt company, and the frame was fine.

 

AT,
HiYa!
What do you call those 351M/400 motors? The M stands for MUTANT as far as I'm concerned.

I think it wuz Moline or Milwaukee or sompin & in that beautiful body style (78/9) bronco the 400M is 1 ****. THAT would be THE rig - stock - Yehaaa! It also could use the diesels heretofore listed on this thread (big 4 cyl or 6)!
Now, an EB, no.
As you all may C my thoughts from my earlier posts: ITs ALL about Application. How will the rig B used? To me trucks R 4 work. Not too much for comutin to a job it aint involved in. And now, there's all kindza wrk, tho. Why modify a rig? To do whatever it's specific job is (can, of course, B a multipurpose type job) better. Not over the top, tho. That's not needed, excessive, expensive, over kill, ego involved or whatever.
They missed out on a 1" body lift on the EB and many of the things today's technology has caught up with (ZF tranny etc - I won't go on cuz no 1 asked me).
So I laid myself out there (lots of friends here) and accept any feedback offered. I like to B educated and connect to others @ all levels.
Thanks (just hit Delete if disgusted :-} )

 

The 4BT weighs a little more than a 351W

 

a 351W

Many of today's Baja Pre-runners have em (like the 1 Parnellie Jones raced in).

What's the difference between the Cleav. and Windsor, I wonder? Some swear about the one over the other. Others the reverse...

 

Cleveland 4v heads are too big for low end torque, they're identical to Boss 302 heads, the only difference is combustion chamber size and slightly different water ports. The Cleveland 2V heads work good for performance compared to stock 302/351W heads, which are very restrictive. The main weakness of a 351C is the oiling system, which runs oil pressure from the pump through the lifter valley before hitting the mains. That can be remedied by installing some plugs and external steel oil line on the block. The main weakness of a 351W is the huge main bearing diameter, which creates lots of heat and friction at higher rpm, although generally in a truck that wouldn't be a problem, since truck motors don't need to rev that high. That's why the 351W was so successful in stock trucks for so many years. I wouldn't rev a 351W beyond 5500, personally. This is why stroker 302s are so wildly popular in high rpm applications. A built stroker 302 can hit 8000 rpm like nothing. But as I said, in a truck, who cares if the 351W can't rev to the stratosphere?
A 351W is cheaper to build by far than the 351C, and has factory roller lifter camshafts in '94 and up models, which is awesome for torque and engine longevity. The blocks are readily available and cheap, and the aftermarket support is huge. The Cleveland on the other hand will cost you lots of money.
Basically, if you build either the W or the C and account for each of their issues, they will be awesome motors for what they're designed to do. Keep in mind also, the Cleveland is very wide due to the massive heads, and compared to modern aftermarket heads, the C heads aren't worth the bother. I wouldn't run a Cleveland except for nostalgia purposes, because they do look and sound really cool.

For a small block truck, I'd order a 427 stroker kit for the 351W,(that's a 4.18" stroke!) some nice AFR heads, a relatively mild roller cam, ported dual plane intake matched to the heads with a Race Demon 750 carb on top. It would eat most big blocks and all other small blocks for its application.

 

AT,
Kowell, Thank you.

("I now return you to your regularly scheduled..." blah blah blah)
Hope I didn't jack the thread,

 

What I've always wondered, is why Ford engineers didn't just use the 351W block to build a 400 cubic inch small block.(400W) You can literally bolt a 400 crank into a 351W, you only need to machine the snout slightly. So instead of trying to design that whole 351M/400 block, what would be the problem with just making 400 cranks that fit the 351W block, using 2V cleveland heads(same as 400 heads) which will bolt on the 351W block, and a special intake manifold that fits it? The aftermarket already has this stuff for building 400" Clevors from these very same pieces. They even could have offered a 2V version and a performance 4V version with a little more aggressive camshaft.
If they'd done this, the 351W/400W would share the same flexplates, motor mounts, bellhousings, distributors, timing covers/chain sets, etc etc.. Inexpensive simplicity is the key here, and the 351W is a very stout block with plenty of deck height. They could even have offered a very fuel efficient high torque 400W with the smaller 351W heads, small 4v intake, 4bbl 500 cfm holley carb and a mpg camshaft. Talk about torque right off idle..

 

What I've always wondered

Don't No. Must B the same answ as everything else - $. (Competition? what were the other companies doing then?)

 

I agree with chrlsful - "small block" and "big block" are Chevy terms that really don't apply to Fords. "Big" and "small" are relative terms that only mean something in relation to each other and if you have more than 2 choices, then what do you do? "Medium block"?

 

Ha, the old school guys like my brother always called the Ford V8s flatties, big blocks, small blocks and Y blocks in the old days, so the terms rubbed off on me.