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CHESTNUTXE

CLEVELAND ENGINE TALK

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8 hours ago, CHESTNUTXE said:

a guy not far from here is selling a big block bell to suit c4 case fill ? $450 maybe they made both case and pan fill ones ?

 

No the factory bells are only for Pan fill cases . If you were to go an aftermarket bell like a JW they fit up to the pump bolts so fit either case 

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yes thats what i thought ,thanks greg.
The 351m has a deck height of 020 as to 060 or more on a 400 ,very interesting.

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On 4/6/2021 at 10:34 AM, CHESTNUTXE said:

well i cant belive it CRS does  a 400 engine mounts to suit xa to xg ,all that frigin around calling america and everybody except CRS,pphhhhhhhhhhh.

Thats nice, makes going 400M a lot easier,

Arrow Cleveland is cast iron, & are advertised as "semi finished" meaning needs full machining to final clearances,

also remember reading on ford forums that Arrow/Headtorque says bolts are only there to hold main caps during ruff machining & freight, & to replace them with ARP bolts or studs.

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i want another 400 or 351m just for the hell of it,the 351m deck is not as much down the hole as a 400 at 65 thou odd,very hard to find a 351m here in aus but i have seen a few over the years for sale,they use the same rods as a 400 but a taller piston and 3.5 inch stroke ,the 351m was made from 1975 to 1979 ,and the 400 from 1971 to 1982,that last 400 i rebuilt was very rare being a 1971,i have been looking for the ultra rare 1973 small block bellhousing one,sought of like finding a nazcar pillow block at a garage sale for $100 lol.

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Also ford was clever in marketing the new 351m in 1975 still calling it a cleveland 351,but by 1976 the cat was out of the bag and many who bought a new car thought it was a 351c,which had been canned since 1974,it amazes me even today yanks on you tube so many people have no idea if there engine is a 351m or 351c ,to them its just a 351 .

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Certain castings up to 77 from Michigan Casting Centre were the faulty ones, the one you had before would have been fine... Action Man..... why did you move it on ?

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If I had my time over, I'd go roller cam straight off the bat... No fkn around with flat tappets, breaking in and zinc oils, etc. Full roller drivetrain, screw it all together, turn the key and forget the whole shooting match inside.

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and order a set of alloys and the custom 400 flat tops that are not down the hole,i was thinking those manifold spacers to fit a 351c high rise single plane intake.

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and order a set of alloys and the custom 400 flat tops that are not down the hole,i was thinking those manifold spacers to fit a 351c high rise single plane intake.
I think they make decent manifolds for 400s now, but maybe not an air gap. The pistons are T Meyers aren't they? That company specialises in getting 400s to boogie

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tmeyers dont build engines anymore since 2018,they just sell track boss products and stuff,i read this the other day trying to find more info on those flat top 400 pistons which are made by kieth black for them but i see many other sellers now offering them for sale too.

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I found another 400 ,in brizzi ,gunna grab it on the weekend or next week ,i got the guy to send some pics of the casting number and to me its almost the same as my last one,DIF foundry in dearborn so the blocks a goodin and casting code im not to sure maybe gerg can sus this one out but i think it could be a 1973 ? it came out of a truck so the engine number will be interesting.also can you explain this for me is it better to go 302 closed chambers again and be 70 down the hole or be near zero deck with the custom forged flat top ones from usa and use the 78 cc opens to get around the same comp of 9.5.1 to 10.0.1 ? with the detonation and pinging i mean ,the pistons come in -3cc also -7.5cc and 13cc , and comp height of 1.700 compard to the factory height of 1.630,i will only run it on 98 ,so what would be the way to go ? down the hole or near zero deck ?v3uJv9vu_o.jpeg

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I found another 400 ,in brizzi ,gunna grab it on the weekend or next week ,i got the guy to send some pics of the casting number and to me its almost the same as my last one,DIF foundry in dearborn so the blocks a goodin and casting code im not to sure maybe gerg can sus this one out but i think it could be a 1973 ? it came out of a truck so the engine number will be interesting.also can you explain this for me is it better to go 302 closed chambers again and be 70 down the hole or be near zero deck with the custom forged flat top ones from usa and use the 78 cc opens to get around the same comp of 9.5.1 to 10.0.1 ? with the detonation and pinging i mean ,the pistons come in -3cc also -7.5cc and 13cc , and comp height of 1.700 compard to the factory height of 1.630,i will only run it on 98 ,so what would be the way to go ? down the hole or near zero deck ?v3uJv9vu_o.jpeg


Going to closed chambers with the pistons 70 down will make it behave like an open chamber. Add 40 for gasket, and you're at 110 from piston to quench pad. Not really much point in doing that. You'd be getting the closed chamber heads for nothing.

The only time you'd go zero deck with with closed chamber is for the quench effect, which makes for a more efficient combustion but in this case the comp would be too high on 400 cubes.

You could go with zero deck and the closed chambers but carve a bit out of them to get the comp down to reasonable. Also a bigger cam will bleed off compression to help on that front too. Again, extra expense for the heads.

Finally if you go with open heads and zero deck, the effect is of course still open chamber but more comp which is handy, as you're using your existing heads. this would be the most economical route.

Just punching different data into Wallace Racing Calculator, these numbers come up:

Zero deck, closed 58cc: 12.23:1

Zero deck, open 78cc: 9.82:1

0.070 deck, closed 58cc: 10.38:1

0.070 deck, open 78cc: 8.64:1

http://www.wallaceracing.com/cr_test2.php

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