Fantastic video thank you very much so much information. I'm a 61 year old retired Marine a little beat up from the years of service. But you really give me motivation. I recently picked up a painfully bone stock 1977 F-150 4x4 4 spd with a 351 modified engine. I seem to have a knack for finding out of the norm vehicles. Thanks for all the great inside and info on this 351m engine. FYI 1977 F150 has never been restored. Been sitting for almost 16 years. It's a short bed Farmtruck but it has full trim and a vinyl roof. I love the patina on it can't wait get it running. First time viewer I will definitely be back.
Thank You! Very Interesting! It's been years since building any engines and just getting back into it for a pickup I'm doing. Just went and looked at a junkyard 351W to replace my 302 ho efi roller. This answered several questins I had before I buy the other engine. Greta Job! I look forward to more of your videos. Daryl
My dad put a 400 in a 1980 F250 camper special , this was in the early 80's and not much aftermarket support for these engines. The block was a 30 over stock rebuild with factory 8:1 pistons and open chamber heads (2v) .The heads and intake were milled to slightly bump up compression, it had a Isky RV hydraulic cam and Crane adjustable pushrods, recurved stock distributor, Edelbrock SP 2P intake ,625 com Carter AFB carb, Eagle long tube headers into a true dual side exit exhaust ( Midas turbo mufflers) plus the C6 automatic had a mild shift kit with 3.73 : 1 gears blah blah blah. With this humble combination this was one stealthy pick up, it could blow the doors off most other vehicles especially on big hills ( thank goodness in had 2 fuel tanks). I can just imagine what you could do with one of these engines today (aluminium heads better pistons ,roller cams ,roller rockers, EFI better exhaust technology, transmissions etc..) So to make a long story short: Build a 400 and be different plus they are quite good looking especially when dressed up!
I love where you explain the issues of having an aluminum timing cover on an iron Ford 302. I literally had my timing cover bust a lead at the exact point where you pointed to at the 12:00 minute mark on my Lincoln Mark VII with a 5.0. Between work and the family, I just finished up installing a new timing gear-set, timing cover with seal, balancer, water pump, thermostat, thermostat housing, silicone hoses, and radiator. To say the aluminum timing covers leak alot is an understatement. Love the Vids. 0.020"
I've had all of the engines you mentioned at one time or the other and worked on many of them as a Ford dealership technician,but my favorite has to be the 351 Cleveland. Those were some great engines to me. I've had 302s,390s,360s etc etc. But my 351 Cleveland impressed me the most.
351C had the best set of factory heads. 351M is a smog control, low-compression boat anchor. I've worked on them all myself and my favorite is still the 289.
@@josephtravers777 very true. In my opinion, the only thing to do with a 351m is to pull it out and turn it into a 400 with better heads and intake, or rip it AND the transmission out and put in a 351W and a C4
I found this post very useful I have an engine, transmission, and rolling frame from a 1-ton Ford I'm trying to identify so I can get parts. Nothing else is giving me this much information. Thank you.
I also need your advice on a conversion I'm asked to do for a customer's 79 Mustang V6 2.8 to a V8 289ci C4 lying in my shop. I know one major difference is that I'll need a rear sump kit for the conversion. Hope to hear from you. Cheers
My dad at a modified in a 76 LTD man that thing ran good and lasted years we could take it cross country and never have no problems out of it he rebuilt it when we first got the car and lasted 12 years till he got rid of it and the guy ran it for years after that till he sold it. I’m not a Ford guy but they built some awesome engines the modifieds don’t get enough love and there really a factor stroker engine.
A friend of mine bought a 1980 F150 new with the 351m. He changed the oil every 3000 miles, kept the truck looking like new. He was old and never beat on the truck. The engine was junk after 80,000 miles. Every valve guide was gone, rod bearings scared the crank, (rod bearings to skinny, a weak spot in design), and cam was shot. He ended up buying a new motor and sold the truck. I do enjoy your channel. Very informative.
Just an observation about the 351m engine mounting pads you talked about (center punch, drill and tap) to use the two bolt 351c type mount. It you look at the drivers side of the block in your video, It only has one (the front) of those bosses present. You even touched the spot where the boss is missing in the center location on the drivers side of the block three times. It could turn into a bummer for someone thinking they have the option of using the two bolt mount and find out that other boss is missing. That's the way it looks to me. Your videos bring back my days in the 70ies and 80ies when I built rep AC Cobra's with everything from 302's to side oiler 427's. We even had a SOHC 427 at one time. Talk about a monster engine. All the best from Scottsdale.
I enjoy your videos. No need to over complicating the 351-M. Simply put the 351-M is a de-stroked 400 (4" bore 4" stroke) big brother of the 351-C which was created just after the 1969 introduction of the 351W. More 351 engines were needed than could be produced at the Ford Windsor plant so production began at the Ford Cleveland plant while at the same time improving the design of the 351W thus creating the 335 engine series the 351-C and 400 (which replaced the FE 390). Then around 1975 because 351-C engine had ceased production (but not on the 400) and more 351's were needed the 400 was de-stroked to create a 351 designated M. As you have pointed out different from the 351-C because the 400 had taller deck height, larger 3" mains and different engine mounts etc. (there were 400's with both the small and large bolt patterns referred to as FMX blocks made in the early 70's). Looking at the 351M as a 400 makes it much easier to understand and compare to other engines...at least I think so...hope this helps.
So you can get more outta a 351M than a Cleveland? I bought a 71 mustang off family and instead of a 351C under the hood like the vin says I found a 351M. I guess my uncle blew the original. I’m trying to figure out if it’s worth looking around for another 351c or saying screw it and going for a restomod.
Lets simplify. 351s all have 4" bore and 3.5 stroke. And the same bore spacing and head bolt spacing. 289, 302W are aprox 8.2 deck. 351W 351 C are about 9.2" and the M engine is 10.2. 351 C and M heads all interchange. But start at under 60cc for Aussie 302C and up to 78cc for 400. All 2Vs use the same valves and they are all that is required. Big valves like a 4V have no airspeed. 302W is tiny, 5.150 for 289 and 5.090 for 302s and deck, Clevos and 351W are an inch taller and the M is an inch taller again. 302C has 6.030 rods, 351C have 5.780 rods 351 and 400M have 6.580 rods. 351W all alone with just under 6" . 351W, 351 and 400M all have 3" mains which really are too big as the larger the dia the more it heats the oil and the bearing. Just ok on a low RPM slugger. The C engine is better but still bigger than the industry standard of a Chev at 2.5". 302W is around that as well. The 289/302 engines are a tiny little thing and go well for what they are BUT really the crankcase is too small. Putting a 3.4 [347] crank in them,, grind pan rails, dent the pan etc to clear the throws and rods. Never really a good idea, even 3.25 is a not great deal better. But does produce a bit more useable torque. The Windsor though does have far better oiling than its larger capacity and bigger block brothers. Ford do make 351 blocks with Clevo main size or 302s with 2" rod journals as well. Just 50 years late! While the ooh aaah with Boss 302s they were actually a dog of a thing to drive. tiny little engine with huge ports,, yup a no bottom end thing that you have to rev hard to make go. Makes a 302Chev so much better and they were no great shakes in street driveability and especially with the best Z28 heads. A 351 Boss style thing has a couple of advantages but the 3" mains do not. So a 351C with 6" rods and a good deal of attention to the oiling is a bit better. People have raced 302C as well. 2V 302 Aussie heads and not a bad thing for under 5 litre racing, but otherwise that capacity is a waste of time. Those heads though are far better than 4Vs up to around 6000rpm. And even then really are too big in the ports. They are bigger than a raceport on a Chev. The canted valve looks impressive but in the real world not so much. 3Vs from Victoria are considerably better but not that cheap! Actually compare a big block Chev head with a Clevo head or even a 429 head! And with all of these engines and not just Fords be very carefull of what component manufacturers make these days. My 400M cruiser engine with the new FM /Speedpro pistons that started with 9.1-1 would have had about 7.5-1 with the new pistons supplied as well as Felpro /050 thick head gaskets compared with the OEM 34 thou. and been a gutless thirsty polluting pig. I used Aussie 302 heads 60CC and have the original 9,1-1 but even then a lousy combo as the pistons down the hole is not efficient or very clean either. But it is a 2 ton tank so does not matter a great deal. It was far sharper with the 78CC heads cut .050 giving about 9.8-1. And cleaner as well! Manufactures should be shot with what they do for unleaded fuel. Especially as for a cruiser most people dont mind buying premium unleaded anyway. Then use a Multispark ignition and it will be near as efficient as a leaded engine and last longer as well.
We built a 400 with Boss 302 heads and made spacers for the 351 C INTAKE After we modified the heads to work on that block .This was back in the 1970's because we couldn't get a 400 crank inyto a 351 C block and we had the heads fron another job . It worked well in a 1871 Mach 1 . .
Cool I had a 79 bronco with a 400 in it dropped a valve and got me home I repaired it and kept drive years more! great engine!... Also had a 351 Cleveland in a 71 galaxie great engine the transmission bolt pattern is a dead giveaway between the Cleveland and the 351m/400... 351c small pattern. 351m/400 big pattern. Easy to spot at the junyard!
@@Myvintageiron7512 Do you take in outside work? I don’t see any info for your shop on here. I’m up in Cave Creek and need to have a valve job done on my 79 bronco with a 351M. I was going to drop the heads off at Phoenix Engine but my buddy got screwed around by them and I’d prefer to go to you since I love your videos.Thanks, Dave
You talked about liquid corrosion. In '81 my dad's 78 Chevy C10, lost a water pump. We added Prestone water pump lube. In '03 I rebuilt engine. To my surprise the steel head gaskets looked new! That was at 330,000+ miles. I just copper coated and reused them. Vintage '78 steel head gaskets and coolant hoses to this day. Take care from Oklahoma Mike and Vee
Those old Chevy shim head gaskets are better than most realise. Use a composite gasket and you lose compression and they seem to fail quicker. I have used them as a single gasket, stacked to get valve clearance even used them with alloy heads. Though not so good there as the alloy is ofcourse softer. And never seen one blown. Leak a bit, yes, with heavily milled heads.
Thank you for the excellent videos! Would love to see ya do a Ford 400 build video because, well because 400s have a lot of potential, and because I own one and will soon be rebuilding it (I've already rebuilt the chassis and purchased a excellent rust free cab and bed for it, so I am well into it. It is a 1980 F350 4X4 I purchase from a 95 year retired rancher and WWII vet. When I bought it two years ago, he told me the house there where he lived, and adjacent barnyard where the truck was parked, was where he picked his wife up for their high school prom date! She also is still alive and doing well. I told him that if I could get the truck running (it had sat for 3 years), and if it would make it up the big hill by his house, I would buy it, and it made it up the hill. Lol. I also own two 1963 fords, a f100 and a f600 that I am doing extensive work on, both have y blocks, and a 1990 F250 driver with 7.3 idi, and a B600 church bus that I have done a fair amount of work to. Guess I'm just an old Ford truck nut. Anyway, you've videos are excellent. Thank you!
Very cool I do have a 400 build waiting in the wings but it's gona be a while I also love Ford trucks I am a really big fan of the FE engines mostly the 390 and 428
I have had a number of these engines and have found that the 351M and 351C had oiling problems with the crank but have not had the same problem with the 351W
really should be calling it a 351m/400 block because they are exactly the same and some may want to know by simple using the 400 crank and 400 pistons you now have 400 cid motor they both use the same rods and everything interchanges.....also if i remember correctly all 351m/400 blocks are cast for excepting the 4 bolt main caps ..also you should know the 351m/400 crank main bearing are the same as the 351w and you can custom cut a 351m/400 crank allowing it to fit in a 351w block creating a stroke kit with all bone stock ford parts making your 351w a 413cid ford windser block if punched 30 over
Timing chain cover at 11:32 . oldsmobile baby lol. Im so addicted to your channel, at this point you could be building Renault motors and I still would be watching
Better yet is a Boss 351 build which requires a 4 bolt Cleveland block, Cleveland 4 bbl. heads, mechanical cam (etc.), aluminum intake and a big carb...unknown to most Ford fans is that the '71 Boss 351 held the quickest 1/4 mile time of any production ford back in the muscle car era and was only bettered with some of the more recent pony cars. I owned a '70 Mach I with a 351C 4 bbl engine and back in the day the hot rod magazines had documented all it needed was a cam, intake, headers, and big carb to go from 290 HP all the way to 445 HP...I had those mods done to mine and can attest to what a monster it became...when mine was stock I had a very sweet modified LT1 Camaro run away from me and hide and after my mods I did the same to him....and as one more anecdote, when my Dad and me were tearing the engine down for the mods, we checked the tolerances and were astounded to find our block had 4 bolt mains, which was not the norm but apparently some of the 4 bbl 351 Clevelands got the 4 bolt blocks....whereas all the Boss blocks were 4 bolt....also for those who don't know, the reason I keep saying 4 bbl engine is because the 2 bbl cleveland heads had smaller valves, which were still sizable but not the BBC sized valves in the 4 bbl engine.
Australia produced 351 Cleveland for quite a number of years which have thicker blocks then they also did something very strange they made a 302 Cleveland, same size block different size conrods Actually longer. So a very popular build many years ago was 2 use the 302 con rods on the 351 crank with shorter pistons and presto a lot of power
I built a mild 400m for my dad,,030 over, slight came upgrade caused valve springs to stack so be aware that m heads need springs replaced for even very slight came lift upgrades. Engine went into a 78 f250 4x4 and still runs great. Very tourquey, turned 40 inch mud tires nicely..
coolest ford engine I ever had was a worked 352. It was in a pulling truck not sure what was all done but it ripped. I was young and didnt know that much back then I remember the valves were huge though no way they were stock. it had huge intake ports too my uncle told me it was a thunderbird special or something like that
I am late to the party here, and great vid! But, if I may correct you, the FE and Y-blocks were two different engine families. 292, 312, etc were Y-blocks, and the FE started out as a 352, 360, 390, 428, etc. The M gets a bad wrap, but they were pretty stout motors. Not power houses by any means, but durable! Although I have heard some having issues with the block shifting in the valley, causing cracks between the lifter bores. Great comparison, to show the difference in mass compared to the SBF!
The FE engines are actually devided into two different types, the car engine FE and the truck engine FT and they're almost the same but there are a few important differences
you solved so many doubts, almost nobody explains this in Spanish ( if you are curious I have a 1979 F100 Ranger supercab short bed 351M manual transmission RWD
the 351 m started replacing the Fe 360 in pickup trucks they work pretty good if you use the oil pressure gauge as a tachometer and driving like that keep them revved up and pumping oil everybody was lugging them and the bearings didn't last when you love them 351m low oil pressure really drops
the 351m/400 crank journals are the same as a 351w should try building a clevor by grinding a 400 crank counter weights then re-balance allowing you to get 4" stroke in a 351w block
@@dexter2433 it wasn't emissions. It was because Ford sold the rights to make the Cleveland Heads to a company Down Under. I wish i could remember the companies name but it escapes me at the moment.
I think you can use the 400 crank and rods to make the 351M into a 400. those are really decent engines to work with that sadly the aftermarket forgot about. the Horsepower Monster channel built a 400 with Cleveland heads and other little tricks,all naturally aspirated and got over 500 HP and very high torque numbers with a flat as Kansas torque curve. love to take a engine like that and build a Starsky and Hutch replica of a 74-76 2 door Torino with! that is me though!
it is the crank and pistons to convert to a 400cid both have the same rods ....the 351 uses a 3.5" stroke crank and pistons with a relocated wrist pin to make the 351cid
The reason the 400 had the style engine mounts and bellhousing bolt pattern, the engine was designed to replace the 390 FE engine in the full size cars. The mounts were designed to fit into the same location as the 460. This made it easy to install ether a 460 or a 400 using the same frame mount and transmission. Ford didn't intend the 400 to be used as a small block replacement!
Correct, One year they were drilled small Windsor pattern for one model of car. The 351/400M are big blocks. Use C6 normally. I would like a 4 speed auto but nothing fits the block to my knowledge, or not here in Oz anyway.
Cause the 390 did not meet emissions laws for 1977 1976 and early model light duty trucks had the 390 as a option then 1977 and later trucks 390 was replaced by 351M and 400 and a stick shift transmission was an option but in the full size cars with these engines only had the automatic.
The American 302 and 351 Windsor are basically the same engine with a different deck height. The 351 Cleveland and the 351/400M are basically the same engine with different deck heights. Now there are some differences in main journal sizes and bell housing mounting, etc, but that's the basics of both designs.
David Freiburger was saying there is a stroker engine you can build from a custom block, known as the 1A (or it could be vice versa) there is so much roadkill / motortrend / DF material out there just on here , I would never find it! . But it has the size of the 260 / 289 blocks, but you can make bore / stroke combinations safely up into the 420 size while maintaining the smaller early block outside dimensions. I wonder if anyone here knows which block I am on about, as it's from Kaase or some other custom manufacturer.. But seriously, a 351 is a huge engine for what size it actually is ... just look at it in a bay fully assembled compared to a chevy 350 or LS .. GIANT! .. the 429 is actually not much bigger as it is in the same class of engine (Windsor) , just have a look!
A 289 with Cleveland heads , if ever would be a 289 not 302 ! And lets loose the old wives tale of the 1968/9 Ford Boss 302 was a Windsor with Cleveland Heads !!! That is impossible as there was no Cleveland 351 even cast till 1970 , so you can't time travel back to 1968/9 with a set of heads ! What happened was the Boss 302 heads were used to design a new for 1970 engine that was the 351 Cleveland so really a Cleveland uses Boss 302 Heads !
I had a nasty 2.3 lima engine 4 banger, milled head, stainless steel valves, crane solid lifter cam half inch lift with around 260 degrees duration a four barrel split plane intake manifold with a 390 Holley going out a Hooker header into a glass pak around double the stock hp, as for rod length you can use chevy rods, aftermarket pistons etc.
There exists debate as to what Ford meant by the "M" designation of the 351M. Some claim the "M" stands for “Modified” - being modified from a 400-V8 with a shortened stroke - though others claim that the "M" refers to the Michigan Casting Center, where the 351M began production. Some say that the "M" designation has no official meaning, and that it was just Ford's way of distinguishing the 351M from the 351C and 351W.[29]
Larger main bearings are a tradeoff. They can handle more load usually, but larger bearing diameters wear faster because the surface speed of the bearings is so much greater at any given RPM. The 302 bottom end is a proven design with very few issues if any. 351M series engines are known for weak bottom ends or at least bottom ends that wear out more quickly. The main bearings on M engines always seemed to sound "wallowed out" at medium to high mileages even in luxury car land yacht engines and often they'd have low oil pressure on a hot idle.
negative as the 351w also has the same mains as the 351m and 400 and the 351m/400 crank will drop right in a 351w block and with a bit of machine work and balancing and custom pistons will make a 400+ cid ford 351w with all stock ford parts and is considered very strong and a motor of long life with ease lasting just as long as any 302 built motor
3 years later I'm watching your videos..I just bought a 1977 ford truck with a 351 m..that is Simi locked up...so I have to rebuild or see if I want to modify the engine
If anyone is confused there is a 351m motor but they did come in a 6.6l 400ci variation. I would check the valve cover it should tell you. I got lucky and got a 400ci, I plan to bore it .30 over which would make it from what I was told by formula 408.178. But who cares about the .178 I'm getting a 408 with a .30 over bore, good pistons, heads,cam,rockers,intake, get the compression to 10 to 1 or higher and that "dog" of a motor will run. One quick question I have is it the exact same size as a Windsor or Cleveland? I believe them to be just not 100% sure.
would luv to see a clevor bogus boss build! 335 series blocks were all cast for 4 bolt mains. You can see it on the rear main boss of 351M. Very rugged block.
When they were racing the 351 Falcons in the Australian touring cars back in the late 60s / early to mid 70s . Because the 351 has such big crank journals that generate alot of friction , they had to employ an elaborate system of oil coolers and catch cans to ensure their longevity, oil surge was another problem with them.
yes,much to my disgust they blew up a lot,usually when moffat or goss were leading,ive got a big sump,oil cooler and oil restrictor kit in mine,it holds 10 litres and no surge problems,i wish theyde let them do that years ago in racing but CAMS,the rule makers would rather see cars parked off the track than allow sensible mods for reliability
You would be the man if you built a clevor and dropped it in a mustang. My dad had a nitrous clevor years ago in a 83 notch. It ran mid 6's in the 8th. That was a wild little car. For a while it would wheelie out past the 60, until they dialed in the suspension.
If you have a 302, you can pull it and swap in a 351 Windsor but you can't if you have the 351m because it's a different transmission. However, if you have a 351m, you can make it a 400 simply by changing the bottom end since they are the same block/heads/intake. The 400 isn't a bad engine, but they're kind of a dog and don't enjoy the same level of after market part support as the 351w does. Currently, looking to turn a 351m into a 400 for my 1977 Tbird
Great video brother I have 351m in all 3 of my Fords. ( 78 Bronco Ranger XLT) (78 F150 Ranger XLT) (78 F250 Custom) All 4x4 Good to know I can up the transmission on them!
Got the 78 same model same engine It’s my understanding an 4spd eod tranny will bolt right up Going to rebuild it one day Going this route www.garysgaragemahal.com/351m-and-400.html And or maybe this www.hotrod.com/articles/how-to-build-ford-351-cleveland/?fbclid=IwAR2bwMeMmCwVLa3MeAsCG0JklmM4KaMMUALShaaqFQQ4-UIsPh_F-ucQG00 Or www.tmeyerinc.com/engine-builds/ What mods have you done if any The hot rod article was just published 1-2019
I love how you build engines in that nasty shop and leave customers intake laying on a dirty floor and the engine is open inevitably getting full of debris.
There is nothing being built in that area these are bare blocks or engines that are being torn down the small block on the stand is a customer engine that they built and had a problem with I am going to tear it down and inspect it will be reassembled in the assembly area after repair and finial cleaning you should probably ask before you make assumptions because if you don't you always end up being they guy that everyone sees as not knowing what he is talking about just a thought
I was not aware the FE blocks were called Y-Blocks. I thought the Ford only made a few Y-blocks such as the 272 that was in my '57 F100, 292, and 312 that was in the Fords.. Not including the Lincoln or Merc.
FEs were an upgrade on the Y block. Same basic infrastructure. But FEs were far more modern in the head design.Y blocks were 232 272 and 292. And the 332 was a bit of both. Smallest FE I feel was 252? I dont know these engines near as well as Clevo and M engines. Or Windsors. The 429-460 are too an xtent a big boss 302! And are NOT FEs!
Great video man, that engine is clean what did you use to get it all cleaned up? I found an old 351m and c6 tranny in my dads garage when he died in working on rebuilding it now only to find out it ain't stock. Crank has been ground 20 under and the cylinders have been bored 30 over it's a learning experience just trying to figure everything out. I with I knew who he got this motor from lol
larger ports and canted valves allow better flow making a setup for better high rpm horsepower if on the drag strip ....but today cheaper after market parts are available making these old school mods obsolete unless you can do allot of the work your self and have the parts just laying around and want to make power on the cheep because your own personal labor is much cheaper than paying a shop to do it for you ..
I'm also hoping you will show a Y block eng 272 - 312. I thought the 312 came out in 56 but everything i'm reading shows 312 didn't come out till 57. I have a 56 F100 . I was hoping it had the 312 Y block, but apparently i'm wrong, it's a 272.
The 351m/400 engine block actually has the engine mount bosses from the 351w family but they are not drilled. The deck height is about 1 inch taller than the 351c engine. As you mentioned the 351m/400 heads are worthless they are notorious for denotation, pinging or knocking. Better off with a set of squishy Aussie heads or aftermarket aluminum heads. I have a 1979 Lincoln with a 400ci and C6 plus a 9" rear end that I plan to install in my 56 F100.
I have a 351M in my 78 Ranchero. The only engine mods I have done are headers, 4bbl intake with a Holly 600, MSD Distributor and MSD electronic ignition. I have new Edelbrock Aluminum heads, a Comp Cam (Mother Thumpr) and Scorpion roller rockers to install but have never worked this deep into an engine before. Your promised video would be very helpful - when do you think it will come out?
It is on the list and will be coming soon but as you probably know engine building is time consuming and documenting it on video takes much longer but it will happen remember some of these builds are filmed several months before they are edited and posted
Also important .302 block and a 351 w block . The 351 w has half IN head bols and a 302 w has 7/16" head bolts . Why not use the cubes and get the extra claping force . Love that your not single minded and can share noledge on all of the old iron V8s . 👍
You've covered the 302 & 351W's and 302 &351C's and the 351M and mentioned the Boss and the FE and the Y block now as I remember there was another OHV Ford V8...As I remember it had 5 bellhousing bolt holes...Early Mustang 289's may be.?..Not sure 'bout that or was it the 260.?..
As usual no one mentions the 302 Cleveland produced along side the 351 Cleveland in Australia from 1975 untill 1984/5 cast in Geelong Australia, had same block as 351C but longer 6 inch rods and Closed Chamber 2V heads along with 3 inch stroke , even the Aussie 351 C with Four Barrel carbie used 2V heads !
Hi, I really like to watch your videos, they are very explanatory! Would please make a video on a Ford 351 Windsor? I am building a marine Ford 351 Windsor and the video will help me a lot. Thanks in Advence.
I believe I heard some or read some where that the designer behind the 351C which is what the 351M was originally based on was also involved with Oldsmobile? There does seem to be some similarities between the Oldsmobile V8 designs and the Ford 351C and 351-400M block designs. Did you do a video about Oldsmobile engines yet. Other than explaining the Buick, Oldsmobile, Pontiac and Chevrolet 350 differences? Shame on me for not knowing. I am a subscriber and wanna be hobbyist. I can only wanna be because my budget doesn't always go where I want it to.
I have a 78 bronco with a numbers matching 351m that has only 11k miles (kid you not, 11k miles.) and I'm not sure if I should keep the motor because I'm going for a fuel efficiency build (so, a 3.8L v6 from my 98 mustang with a 4.2l v6 crank shaft and a pseudo stroker kit built for it. Stroking it just to get a little more horsepower and slightly better fuel economy.) Unless there's a convincing argument to be made of why I should keep the v8, or sell it otherwise, I'm just gonna do a mustang 6 banger swap. :P
Y not put Cleveland heads on 351w? 302 small for Cleveland heads. Might wanna even stroke 351w for Cleveland heads. 400m would be the better motor, pretty much a tall deck stroked 351 Cleveland.
I really appreciate your knowledge..you've answered a few constant thoughts...my only problem/concerns are which is easier to install in a 1998 Lincoln Town Car, and I am guessing the 351 makes more horsepower over the 302....🤔 ?
negative the 1998 lincoln town car had a 4.6 not and older 351w or 351m or 351c 302 and if you want a direct bolt in motor with allot of power look for a 4v Lincoln mark 8 type motor or a 4v later cobra motor ..600hp easy if built correctly
@@dexter2433 Thanks for the reply, but that's the whole purpose of choosing a older motor.. I am trying to get away from the PCM/Computer, sensors, and expensive tunning.... I was hoping to hear, direct bolt on, or slightly modifi to fit
remember this is the early days of motor technology with out computers to help with engineering but for the time the side oilier is still the only motor banned from NASCAR because dodge and Chevy cried like babies and now we have the 355cic limit www.rcnmag.com/blog/whats-so-special-about-the-side-oiler
Got a question and it's nothing to do with this topic. E7 Ford heads have a small vent like, hole on the intake side right in the middle of them.. I've heard several different things. Could you please explain to me what they are for..? Thank you for all these awesome educational videos.
good info. i get into it with non knowing ford guys all the time. so many goofs in the comments 400m, nope. ford never used the m behind the 400 designation. and the 400 haters missed the fact that the 400 won horsepower wars 3 years in a row
yes even today Ford is continually searching . even today with these v-6's with turbos. they love to experiment. even in there diesel lineup. 6.9,7.3, 6.0,6.7,etc.
So on the 351M if there is water and oil mixing it will not be from a bad intake gasket? I purchased a 351M f100 and the motor was supposedly rebuilt but i have the dreaded milkshake. I have no experience with 351M motors so i was thinking maybe it was a crappy intake gasket but if there are no water ports then im assuming that wouldnt be the case. Correct?
