Oldiron440
Well-Known Member
And always will be.Then I'd sell them to a Ford nut and buy a pile of Mopar parts. Those heads are pretty desirable.
And always will be.Then I'd sell them to a Ford nut and buy a pile of Mopar parts. Those heads are pretty desirable.
Was thinking about the talk of port velocity and what you refuted on smaller exhaust @rumblefish360 , am still up in the air on intake manifold and can hear Rusty telling me just to get it done.
I was thinking, after all the advice here, that I’ll build the 360, the car, and eventually the 360 again-probably wanting more power the second time-
-So I am going to go with 2 1/2” exhaust with a crossover. Should be plenty and not restrictive. Versus the 2 1/4” I was originally considering(@rumblefish360 ).
If I remember right though, the f bodies usually had a single exhaust and wonder if it will hang low or be very tight around the axle.
I have two pieces of exhaust pipe/w/muffler welded-up that dump before the axle for the initial driving.
Have been digging through the garage gathering engine parts.
Am using the .030” 1970 360 block, rods, pistons you got me @rumblefish360 with J heads I have assembled (&ready to go 901 springs, 2.02 & 1.60” installed but no hardened valve seats ???)
I picked up a 1406 Edelbrock to start with
Am debating over used 273 adjustable rockers or Chinese stainless 1.6 roller rockers
I think I need calipers, and am not sure what other tools I need for assembly. Am going look at the manual tonight.
Thanks everyone!
That sounds good Bob!!I have posted this before; I built a pretty hot 406 sbc, ended up with it in a 92 gmc shortbed. I built the 3" exh. system to dump in front of the axle, it did have a fuel cell, so real headers. I got the bright idea of having tail Pipes bent to go ever the axle and dump behind the rear tires , camaro like, FULL 3" . I COULD NOTICE A DIFF IMEDIATELY WHEN I STARTED IT TO BACK THE TRUCK OUT OF THE MUFFLER SHOP , I DROVE HOME "ABOUT 6 MILES" , AND PULLED THE TAILPIPES OFF, .
I still have them in the shed if anyone wants them , they are just barely starting to get rust spots on them . I paid the guy $100 to bend them up.
Free to a good home ,just pay the shipping.
Will fit any chevy/gmc with headers . shipping from 74021 ---------bob
Best to keep the collector diameter to the H (about 20 inches after the individual tubes end) or mufflers.-So I am going to go with 2 1/2” exhaust with a crossover. Should be plenty and not restrictive. Versus the 2 1/4” I was originally considering(@rumblefish360 ).
If I remember right though, the f bodies usually had a single exhaust and wonder if it will hang low or be very tight around the axle.
I have two pieces of exhaust pipe/w/muffler welded-up that dump before the axle for the initial driving.
That sounds good Bob!!
Like I said, full exhaust system, as in exiting the rear of the car. Also agreed that most header collectors are tuned to the short side. The way to tune extensions is to put a stripe of marker paint on them and trim them off where the paint stops burning off after making a pass. The point where the heat drops drastically in an exhaust system is were extra tubing starts fouling out the scavenging.
Or is the torque band strictly dictated by engine displacement and camshaft?
Just curious,
Thank you
yes sir, thank youYou want them ?
The only real answer to the original question, as asked, is........ it depends.
It's funny that the Boss 302 heads were brought up because I happen to own a pair. I was looking for a pair of 69 - 70 351W heads and a guy said he had a pair for a $100 but they tuned out to be Boss heads with new SS valves. Any how the runners and valves are huge, I could see them going on a 400 M motor easly.
Why waste a good set of heads? 351M and 400M engines are junk.
That'll just be your little secret.
Ahhhhh, Bob, ummmm, this is a MoPar board, you know that right......
He would have to think the Cleveland is junk too. They are all the 335 (Cleveland) family engines. The only difference is the deck height. The 400s got an especially bad rap for two reasons. 1) They were never offered with a four barrel carburetor from the factory. 2) Although Ford did all they could do, the 400 was prone to detonation. The piston was too far in the hole at TDC to take advantage of any quench, but Ford kept going the opposite direction. They kept increasing the piston dish which made the problem worse. All they had to do was put a closed chamber, two barrel head on it and bring the piston up to close to zero deck, and given it some quench. Problem solved, but they never did it.
The 351M never had that problem, because of the shorter stroke. To say that those engines were junk is a stretch at best, especially considering Ford put them in everything from the 400's introduction in 1971, until its demise in 1982. That's a lot of models and a long run for "junk". Although the 400 did have its problems, it is a fine foundation for an HP build. As long as you give it some quench and or use a camshaft with a later IVC event, you got it licked. They can be stump pullers. I have a 351M in my 75 F250 and it's hardly junk. I have a hot 400 under the work bench I plan to swap in it that's also not junk. I remember a time when people said the Chrysler 360 was a boat anchor truck motor. They were wrong, too.