About the Heads
Note that heads are interchangeable between all Cleveland and 400, 351M engines. All 335 series engines use the same camshafts as well.
All US made 2V Clevelands have open-chamber heads with about 76cc combustion space. 351M/400 heads, while similar in design to 351C-2V heads, had larger 78-78.5cc open combustion chambers.
Closed chamber head (open chamber heads have a circular bore rather than a chamber curved tightly around the valve and spark plug.)
The "Aussie" 351C-2V heads are highly sought after due to their closed chamber design, and resulting 60-62cc chambers. On a late 70's 400 motor these heads will increase compression ratio from 8.4:1 to a thumping 10.5:1. The challenge is finding a set!
In 1970-1971 the 4V Cleveland heads were all closed chamber (aka "CJ" heads)-highly desirable due to the increase in compression ratio (63cc chamber) and more efficient (read powerful) burn characteristics. In 1972 some 4V engines had closed chamber heads, while others had open chamber 4V heads to reduce compression. By 1973 all 4V heads were open chamber. Open chamber 4V heads had 75-76cc combustion chambers.
The chart below sums up the differences in the US 335 engine series heads:
Everyone knows that 4V heads are for "high rpm" use. Designed for NASCAR, the ports on these heads were large, perhaps too large to be offered in heavy cars which never saw the high side of 5000rpm.
The port on the left is a 4V intake port, while the right pic is a 2V. A 4V port measures 2.47" x 1.47". A 2V port measures 2.05" x 1.37". Now consider that the Fel Pro 1228 intake manifold gasket for 4V heads allows porting to 2.65"x1.88"....yeah, you can just about stick your hand down in there!
One solution to maintain velocity in the 4V intake port is to either build up the floor with epoxy or install "port plates" (aka tongues) made by places such as MPG head service. Similar plates are available for the exhaust ports on the 4V heads.
For a 351M or 400 motor, the 4V heads offer a double edged sword. If they are closed chamber, they can raise compression significantly, however this comes at the expense of large ports and poor atomization and velocity.
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Contrary to popular belief it is possible to use a 351C manifold on a 400 or 351M, despite the wider deck. This is made possible with Holleys 351C to 400 intake adapters (pn: 8205), shown below:
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Finally, what exactly does "M" stand for? Ford says it has no official meaning. Some think it means "modified" -due to the new 351 being modified from the 400. Others think it signifies the Michigan foundry where the block was cast, however the 400 and 351M were cast at both the Michigan (code MCC) and Cleveland (CF) plants. The casting codes can be found at the rear of the block, behind the intake seal ridge (MCC shown in picture.)
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Remember that the 351M and 400 were designed to bolt up to Fords existing big-block (385 series) transmissions. However in '73 Ford produced a small number of 400 engines with a small-block (Windsor) bellhousing pattern, such as the one shown right. Rumor is this was done for the Panteras in case 351C supply fell short. Casting number is D3AE-B, if you think you've got one.