NudoFraud® Industries nearing bankruptcy

Even with spamming Usenet to the limits imposed on him by "goo goo
groopz," Noodles tries his damndest to try to interest someone into
buying his junk on his '66fourdoor' eBay fraud site...with no results
to speak of.

Looks like another round of 90-95% auction failures, Noodles! What's
next for "thenudofamily?" Single or double wide? You can part that
Puerto Rican truck in front of your trailer and make people believe
it's really got some power!

I have had Fords with the 300c.i. in line six and the 390c.i. V8. I was
pleased with all of them. But, most anyone I have known that had a 400c.i.
in their trucks found them less than satisfactory. One of my Fords with the
six was a 1968 F350 Crew Cab with a full sized box. It was a mile long and
had manual steering. And an aftermarket 8 track. It was a beast.

I've had a Lincoln with 460, Ford F-150 with FE 360, and now this Ford
F-150 w/400

the 400 runs better than any of the others.

Keep in mind, the 335 series canted valve 351-400 C/M engines, were
made to replace all the FE's and MEL's from the 1960's

the 335 series will do anything the 429/460 will do, and the 335 is
lighter.

That's why the 335 series engines dominated Pro Stock all during the
1970's- they made mincemeat of the Chevrolet small blocks.
http://www.amotion.com/fcm.html

quote:

Those of us blessed with 77-79 and later Ford Trucks might not feel so
blessed when the urge strikes for a performance upgrade. While the
aftermarket is filled with go-fast goodies for the 302/351Windsor, and
the mighty 460, the 351M / 400 mill was never really thought of as
"performance engine." Odd really, considering it's very "performance
oriented" heritage.

Background

The 351M / 400 engines came at a time when Ford's Windsor plant
couldn't keep up with the demand for mid-size engines coming from the
truck and big car divisions. The FE series had reached the end of it's
production run, leaving the boys at the blue oval in a bit of a
dilemma. They wanted an engine of moderate size with the torque of a
big block, and enough fuel/emissions efficiency to meet the growing
governmental demands on the industry. consider that the engines are
nothing more than a tall-deck "Cleveland". You remember the 351
Cleveland don't you? It dominated NHRA Pro Stock Drag Racing before the
dawn-of-the-mountain-motor was effectively banned from NASCAR for the
sin of breathing "too well." It unleashed terror on the streets in it's
"Boss 351" Mustang trim.

It's all in your heads

Or more precisely, your engine's heads. Sitting atop the M/400s are the
2V versions of the 351 Cleveland heads - the very same pieces bolted to
10's of thousands of 351 Clevelands throughout the early 70s. The 2V
heads feature 2.07 in. intake valves, open chambers, and ports sized to
shame their famous "2.02 Camel Back" Chevy counterparts. In an airflow
comparison with Ford's own SVO GT-40X High-Po aftermarket heads, the
numbers speak for themselves.

Intake flow at CAM Lift.400.500.600 .700
Stock 351C 2V113131144 153
SVO GT-40X105126142 154
Exhaust flow at CAM Lift.400.500.600 .700
Stock 351C 2V8096109 119
SVO GT-40X96106114 119


For a street / performance 4x4 application, the 2V heads are preferred
over the 4V versions because of their superior low end torque. The
tennis ball size intakes of the 4Vs may be the ticket to high-RPM
bliss, but they are more a hindrance than help in most 4x4
applications. The open chamber design presents the first of the
engine's serious performance shortcomings. Designed for low compression
/ emissions purposes, the open chamber configuration results in
significant torque/HP loss over the closed chamber design of the Boss /
HO 4V head. I know what you're thinking - wouldn't it be great if Ford
had made the heads with the high efficiency 2V ports and the high
compression of the closed combustion chamber? They did. Unfortunately,
they were only available in Australia. If you're lucky, you can find
them at auto swap meets, but you'll have better luck importing a set
from an Aussie scrap yard. Hey, we never said this would be easy. For
most of us, the Aussie route is prohibitive in one way or another, so
the only real way to achieve the needed boost in compression is through
flat top or domed pistons. While a look through performance catalogs
won't yield much in the way of high compression replacements, there's a
little known, and fairly easy solution to custom slugs. Use 351
Cleveland pistons with bushed connecting rods. Since the 351C and
351M/400 pistons utilize wrist pins of different diameters, a machine
shop can re-size the M/400 rods to accommodate the proper pin. You'll
then have access to pistons ranging from the stock 8 to 1 compression
ratio, up to race gas only territory. A realistic ratio falls between 9
and 10 to 1. Any higher and you'll need octane booster. With a
two-point jump in compression, an increase of 50 HP is a very
conservative estimate, based on no other changes. Once you establish a
solid compression ratio, those big valves and ports will really start
to pay dividends. But don't stop there.

Oh, "Cam" on...

The biggest problem the M/400 has, hands down, is the fact that FoMoCo
chose to retard the cam by four degrees to meet emissions requirements.
Face it. Big valves and ports are useless when there's little air/fuel
flowing through them into the combustion chambers. That said, the
obvious solution is to ditch the stock cam, lifters, and timing chain
in favor of more performance oriented versions. With 10-to-1
compression, you can effectively use a pretty wild cam, but more isn't
better when camming an off-roader. Unless you're planning on running a
high stall converter in a mud truck or prerunner, you'll be better
served with a saner profile. Look for a cam in the .520-.550 gross lift
/ 260-272 degree duration range. Keep in mind that the Clevelands are
more "intake efficient", so a dual pattern cam favoring the exhaust
side is often a good choice. The advent of roller cam conversions opens
up another possibility for the M/400 enthusiast. The greater efficiency
of the design results in significant performance / mileage gains over a
comparable hydraulic profile. The added cost for the roller is
insignificant when weighed against it's benefits. Don't even think
about a stock replacement timing chain. Go with a roller chain assembly
and run the cam "straight up" For example, zero degrees
advanced/retarded to regain the horsepower the factory threw away. Give
serious consideration to adding matching valve springs, retainers, and
push rods. Some cam builders require these pieces to maintain warranty.
If you're going to a bigger cam, it's a good idea to get the springs to
match. Otherwise, your new "thunderstick" may well fatigue the stock
pieces quickly, resulting in catastrophic engine failure. Lastly,
roller-rocker arms are a smart replacement for the stock units. Less
friction means more power and efficiency, and you don't need a 10,000
RPM screamer to realize those kind of benefits. Another important point
to consider is that the production tolerances of the factory stamped
steel rocker arms vary widely. With a theoretical ratio of 1.73 to 1,
you could be losing considerable lift and duration at the valve, which
adds up to significant loss of horsepower.

Slippery Situations

Clevelands have a reputation for oiling problems, but they usually
manifest at high RPM. High volume oil pumps are cheap insurance against
an early death at any RPM. If you're anticipating a lot of highly
angular travel, baffling the oil pan with kits from Moroso, Milodon, or
others will help keep the oil pump pick-up from cavitating., and the
oil flowing to the bearings where it belongs. Moroso also sells an
"Accumulator", which will force an additional quart into the system in
the event of a sudden pressure drop. Speaking of oil, go Synthetic.
Greater lubricating properties and reduced friction equal "free
horsepower". Every little bit helps.

Big Gulps

Clevelands will consume a sick amount of fuel if you let them. It's
like handing a kid a tub of ice cream and a spoon, then leaving him to
his own devices. The trick here is giving them just enough to keep them
happy. According to Holley's charts, a 400 cid engine requires less
than 600 cfm of flow at 5000 RPM. Sure, you can bolt on a 750 cfm or
even larger carb, but you'll kill low end driveability and fuel
efficiency if you give in to the temptation. Rather than striving for a
4WD dragster, stick with a smaller carb, and spend the time jetting it
right. Clevelands respond well to large accelerator pump shots, and
crisp jetting. While no single plane intakes are currently in
production for the M/400, Holley markets adapters to mate the 351
Cleveland intakes to the taller deck block. Clevelands like single
plane manifolds - A lot. You'll need to increase the pump shot
considerably, but the results in mid to upper rpm horsepower are more
than worth it. For those choosing the dual plane route, Edelbrock, and
Weiand offer aluminum intakes that are worlds above the stock (and
heavy) 2BBL intakes. The benefits of a dual plane are primarily low to
mid rance HP - just the opposite of the single plane. Determine your
driving style, and choose according to your needs.

Old Sparky

Igniting the fuel is of prime importance to any engine. While the
Duraspark ignition is OK for a stocker, it's far behind today's
aftermarket buzz boxes. You can pick your poison among the top quality
brands and be rewarded with added performance and efficiency. Just keep
it simple! There's a big difference in price between a performance and
"race only" ignition, but at streetish RPM levels, there's no benefit
to running the ultra high-end pieces. In fact, there may be a
performance loss. Some of these volt monsters are designed for short
use (1/4 mile style), and will fail under sustained street use. If you
want to spend wisely, go conservative on the buzz box, and apply the
difference to an aftermarket distributor. Aside from accurate timing
(which boosts performance on it's own), you'll get the benefit of
adjustable advance - mechanical, vacuum, or both. Clevelands like
advance - early, and in quantity. That's something you won't get with a
stock distributor. Adjustable distributors will take some time to tweak
to your particular engine, but again, the results are well worth the
effort.

Exhaust Upgrade

Stock manifolds are passable at best, and a set of headers will unlock
hidden horses from an otherwise free breathing engine. 1-3/4 in. to
1-7/8in. primary tubes are about all a 400 cube engine with a 5000 RPM
ceiling will ever be able to use. Don't get crazy in tube diameter -
you'll kill the low end outright. A 2 1/4 to 3 inch dual exhaust system
with free flowing mufflers will result in a good match for this engine.
If you're more of a crawler type, go small to boost the low end. If
speed is what you need, go to the 3 in. pipe, Just remember to be
realistic in your driving habits when selecting tubing diameter from
the primaries on back. You'll be happier in the long run. Also consider
a crossover "H" or "X" pipe. The battle still rages over their
benefits, but they're worth the install just for the effect on the
exhaust tone.

Wrap Up

Advertisement

While this is far from the seminal work of reference on the 351M/400
Cleveland engines, you can see there's plenty of power to be had - you
just gotta' know where to look for it. You may be asking yourself, "Why
go through the grief? Why not swap in a big block?" Simple really. To
extract a similar level of horsepower and torque, you'd still need to
swap in a mildly built 429 / 460. Now when you compare the cost of
building/swapping the big block to simply building the M/400, the money
you save will pay for every mod we've listed here.

All things being equal, a 460 will outpower it's little brother mod for
mod. You can't argue with cubic inches - much. Yet a built 400 will
provide disgusting levels of power. In the end, the 400 vs. 460
decision is yours alone.
Just remember, those Chevy guys get real nervous when they hear the
word "Cleveland", and that's gotta' count for something!.

ps- this proves one thing, DB isn't man enough to admit, when he's
wrong

and he has a narcissistic personality disorder, read about it here

http://www.4degreez.com/disorder/narcissistic.html

http://www.halcyon.com/jmashmun/npd/dsm-iv.html

William W Western wrote:
I have had Fords with the 300c.i. in line six and the 390c.i. V8. I was
pleased with all of them. But, most anyone I have known that had a 400c.i.
in their trucks found them less than satisfactory. One of my Fords with the
six was a 1968 F350 Crew Cab with a full sized box. It was a mile long and
had manual steering. And an aftermarket 8 track. It was a beast.


http://www.dragtimes.com/Ford-EXP-Timeslip-8574.html


The Ford 400M is a kick ass combo

On Sat, 20 May 2006 04:18:44 GMT, "William W Western"
wrote:

I have had Fords with the 300c.i. in line six and the 390c.i. V8. I was
pleased with all of them. snip

Both superior designs. The 240/300 six was about as hardy as
industrial/commercial engines got. For years in the '70s and '80s,
UPS had a nationwide fleet of 300s in their route trucks, and a half
million miles before rebuilds wasn't unheard of at all. The FEs,
332/352/360/390/406/410/427/428, were similarly hardy, with their big
Y blocks. Most FEs in pickup truck service would outlast any Chevy by
at least 3 to 1.

But, most anyone I have known that had a 400c.i.
in their trucks found them less than satisfactory. snip

As a truck engine, the 400M was garbage.

One of my Fords with the
six was a 1968 F350 Crew Cab with a full sized box. It was a mile long and
had manual steering. And an aftermarket 8 track. It was a beast. snip

VERY rare. I think I've only seen one '67-'72 "crew cab" ever. MANUAL
steering on that? You must have gigantic arms from that!

On 20 May 2006 05:40:48 -0700, "duty-honor-country"
wrote:

I've had a Lincoln with 460, Ford F-150 with FE 360, and now this Ford
F-150 w/400

the 400 runs better than any of the others. snip

BS BS BS.

Keep in mind, the 335 series canted valve 351-400 C/M engines, were
made to replace all the FE's and MEL's from the 1960's snip

FEs were too expensive to produce (too good) and Ford was looking to
go "on the cheap" for a replacement. They got cheap.

the 335 series will do anything the 429/460 will do, and the 335 is
lighter. snip

Both the 335s and the 460 are turds, plain and simple.

On 20 May 2006 06:09:26 -0700, "duty-honor-country"
wrote:

ps- this proves one thing, DB isn't man enough to admit, when he's
wrong

and he has a narcissistic personality disorder, read about it here snip

Noodles projecting again. Everything in the descriptor for NPD
describes him perfectly.

On 20 May 2006 07:47:52 -0700, "duty-honor-country"
wrote:

The Ford 400M is a snip

....piece of ****.

let's see your car ?