How To Rebuild Your Ford V-8 351C-351M-400-429-460.pdf - Index of

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PARTS 35 Compression ratio is determined by a piston's swept volume and clearance volume. Swept volume is displaced by piston as it travels from TDC to BDC. It is also an engine's displacement divided by its number of pistons. Volume above a piston at TDC is clearance volume. heads results in a 351C that has almost a 2-point lower compression ratio at 9.22:l. Its power and mileage will be lower, however the engine's octane requirements will also be lower. Put the 351C-4V head on a 400 and its compression increases to 9.6:l. This requires premium fuel, but performance increases noticeably. Unfortunately, a problem arises: To get the most out of this head swap, you should install a four-barrel manifold and carburetor. This is no problem in itself because aftermarket four-barrel manifolds are available. However, if you want to install a 351C manifold, you'll need spacers between the manifold and the heads and block. These are available from Weiand, part 8205. If you can't find them at your local speed shop, write to Weiand Automotive, P.O. Box 26977, Los Angeles, CA 90065. Because of the swept-volume-to-clearance-volume relationship, you'll find that oversize pistons are usually dished whereas the standard piston is flat. This is because as a bore is enlarged, its swept volume increases. Consequently the clearance volume must be increased to maintain the S.V.-to-C.V. ratio to keep the original compression ratio. Other Considerations- When interchanging heads, pushrod lengths must be matched to the engine and the rocker-arm type used. Cylinder-block deck-height is directly reflected in pushrod length, so in Two bask 351 C combustion chambers-open and closed. Open, or large chamber, is used on the 2V, CJ and '72 and later 4V cylinder heads. Closed-chamber heads are on Boss and early 4V engines. the case of the 351C and 400, the pushrod that goes with the engine must be used. The catch here is 351C Boss or HO heads on the 351Ml400 require pushrod-guided rocker arms. Hardened pushrods are not available from Ford for the 351Ml400 but can be obtained from aftermarket manufacturers. Cylinder-Head Evolution-Now that I've covered the ins and outs of interchanging cylinder heads, let's look at the evolution of the 335 and 385 Series cylinder heads beginning with the 351C and 429, respectively. 351C-2V-This head remained basically unchanged throughout its production run. 2.04-inch and 1.66-inch intake and exhaust valves are used with 0.342-inch stems. Stamped-steel, pivot-guided rocker arms are used. Its 76.2~~ combustion chamber was used with a flat-top piston to produce 9.5:l compression ratio. 351C-4V/CJ-The '70 351C-4V cylinder head has a relatively high 11.0:l compression ratio due to its somewhat small 62.8~~ combustion chamber. Its intake and exhaust valves are'l'arger than the 2V version at 2.19 inch and 1.71 inch. Ports are larger than the 2V head. Like the 2V, stampedsteel, pivot-guided rocker arms are used. The '71 CJ, the only year it was produced, essentially used 4V porting and valves with the larger 2V combustion chamber. Consequently, it has less compression than the early 4V head. The CJ name was dropped after '71, but the engine was continued under the 4V name through the '74 model year, then it was discontinued. 351C Boss and HO-The '71 Boss and '72 HO heads are essentially the same with exception of combustion-chamber size. The Boss combustion chamber is smaller at 66.lcc which, when combined with its pop-up piston, produces an 11.7:l compression ratio. The HO combustion- chamber volume is 75.4~~ resulting in a 9.2:l compression ratio with a flat-top piston. Both heads use stamped-steel, pushrod-guided, adjustable rocker arms and 4V-size ports and valves-2.19 and 1.71 inch. inch
EXHAUST EXHAUST . , & a a d -4 t b - : 8 INTAKE 2V INTAKE 4V. BOSS, HO, CJ 351 C small- and large-port heads. Cross section of the intake an4 exhaust ports as viewed from intake- and exhaust-manifold faces of two heads shows the free-breathing large-port 4V, Boss, HO and CJ heads versus the smaller 2V ports. 429 CJJSCJ Base 429 INTAKE FACE EXHAUST aex-i-J FACE eu . . i a -F ' A C , fi$ @+r@ 't.@3mT@-t - 1 429 CJISCJ 429 CJJSCJ i d . . - . - * . -- -pi&$#) 0 -- me ere k- it , , J 1 , BASE 429 BASE 429 Two 429/460 cylinder heads. Top is 73.5~~ small-chamber 429 CJ/SCJ with its large 2.245/1.725-inch valves. Lower photo is standard '68-'72 429/460 cylinder head with 75.8~~ combustion chambers and 2.084/1.653-inch valves. Port size difference between the base, or standard 429/460 cylinder head and the performance oriented 429 CJ/SCJ. The CJ/SCJ version has much larger intake and exhaust ports. Two types of keepers you're likely to see, multi-groove type at left and single-groove keeper on right. Multi-groove keepers are used in all 351C and 351 M/400 engines except 351 C Boss and HO, and 1979 and later 351 M/400 exhaust valves. Latemodel 351 M/400s use single-groove retainer in conjunction with a two-piece spring retainer on exhaust valves only. 429/460 uses single-groove keeper and one-piece spring retainer exclusively. Drawings courtesy Ford. Multi-Groove Promotes valve rotation on 351C 4V & CJ engines Single-Groove Gap between keeper halves promotes tight grip on 351 Boss engines
Page 1 and 2: HPBooks How to find out what needs
Page 3: Introduction This book deals with r
Page 6 and 7: DIAGNOSIS home and dumping the "ins
Page 8 and 9: A complete, high-quality tune-up ki
Page 10 and 11: may be causing the problem at this
Page 12 and 13: ect, particularly if there appears
Page 14 and 15: To ensure that your hood will fit a
Page 16 and 17: Radlators can be heavy like this bi
Page 18 and 19: emove the compressor and have a sys
Page 20 and 21: ENGINE REMOVAL 19 - i When jacking
Page 22 and 23: ENGINE REMOVAL 21 After starter-mot
Page 24 and 25: get on with the physical makeup of
Page 26 and 27: Cylinder-block, cranksharr an0 cy~~
Page 28 and 29: When sifting through your local scr
Page 30 and 31: 351C Boss, '71 CJ, HO '72-74 4V CYL
Page 32 and 33: I I Pop-up '71 351C Boss piston and
Page 34 and 35: pushrod-guided aspect comes in. Thi
Page 38 and 39: 4291460-Standard 429 and 460 cylind
Page 40 and 41: Tearing down your engine is the fir
Page 42 and 43: Remove engine-lifting lugs and exha
Page 44 and 45: You'll need a puller to remove the
Page 46 and 47: cam sprocket and chain, and then th
Page 48 and 49: them; they'll tell you a story. Bea
Page 50 and 51: If you are removing your cam bearin
Page 52 and 53: 5 Inspecting and Reconditioning the
Page 54 and 55: After you've cleaned out the head-
Page 56 and 57: 0.020 inch, the next available over
Page 58 and 59: Checking deck-surface flatness with
Page 60 and 61: Cross-hatch pattern of a freshly ho
Page 62 and 63: If you don't have a snap gage, here
Page 64 and 65: Using grease and some machined roun
Page 66 and 67: while your micrometer is handy, do
Page 68 and 69: When measuring piston diameter, do
Page 70 and 71: Using a piston ring and a feeler ga
Page 72 and 73: Five- and four-plate timing chains
Page 74 and 75: New oil-pump drive shaft above and
Page 76 and 77: CYLINDER-HEAD RECONDITIONING 75 If
Page 78 and 79: anything from a cardboard box to a
Page 80 and 81: CYLINDER-HEAD RECONDITIONING 79 . .
Page 82 and 83: The K-Line bronze valve-guide inser
Page 84 and 85: will be sealed the first time the v
Page 86 and 87:
or 68 lbs. in this case. If a sprin
Page 88 and 89:
Uslng a short sectlon of wlre cut a
Page 90 and 91:
Except for rocker arms and fulcrums
Page 92 and 93:
This is the part of engine building
Page 94 and 95:
.,., ....., ,. ,., .,. . .,. differ
Page 96 and 97:
If you are installing a new or regr
Page 98 and 99:
BEARING-CLEARANCE CHECKING ROTATING
Page 100 and 101:
Large socket and brass hammer being
Page 102 and 103:
ENGINE ASSEMBLY 101 in the caps, po
Page 104 and 105:
Section of an oil-ring assembly. Le
Page 106 and 107:
Piston-and-rod assemblies lined up
Page 108 and 109:
A simple check to make sure pistons
Page 110 and 111:
metal cover. You can tap the seal i
Page 112 and 113:
Install water pump before the seale
Page 114 and 115:
Carefully fit oil pan on block and
Page 116 and 117:
Yes, 429/460 head bolts are differe
Page 118 and 119:
Installing early stamped-steel rock
Page 120 and 121:
lnstalllng the Intake-manifold end
Page 122 and 123:
ENGINE ASSEMBLY 121 With the gasket
Page 124 and 125:
12-15 ft. lbs. 4291460 has a horizo
Page 126 and 127:
LUBRICATING WICK- Centrifugal weigh
Page 128 and 129:
- 1 I Magnetic-pickup retaining cli
Page 130 and 131:
I - Real-life removal of top distrl
Page 132 and 133:
- Slide gear on the shaft while kee
Page 134 and 135:
housing with the remaining screw. I
Page 136 and 137:
Begin carburetor teardown by removi
Page 138 and 139:
You're now ready for the last big o
Page 140 and 141:
Install standard-transmission front
Page 142 and 143:
spots, creating little bumps on the
Page 144 and 145:
4 - -- - - - - - \ 2 ~ ---- I nrr:
Page 146 and 147:
_- PASSENGER CAR KICKDOWN ROD 10-25
Page 148 and 149:
TOOTH MUST BE PERFECTLY ALIGNED WIT
Page 150 and 151:
P'. Object here is to ger rnar rlrs
Page 152 and 153:
If your choke has a clip for routin
Page 154 and 155:
- R ENGINE INSTALLATION 153 ~ Cross
Page 156 and 157:
starts turning and the rest of the
Page 158 and 159:
After putting a few hundred miles o
Page 160 and 161:
Index A AIC compressor 152- 153 bac
Page 162:
HP AUTO BOOKS MAKE YOU THE PRO! I H
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