The problem we had with the 400 Ford engines was that they all seemed to ping very badly. And with only a 2 barrel carb, they sure didn"t want to rev very far. They also got terrible gas mileage. I read much later that the 351M and 400 had poorly designed heads, and that later designed Australian heads worked much better. Lots of emissions experimentation in those times.
My agency had 400 Torino patrol cars most years, but one year we got 460"s. The 460 powered Torino was WAY faster and quicker than a similar 400 car, and in normal service, the 460 car would get a couple mpg better gas mileage--very significant when the 400"s would not get ANY over 10mpg, ever. But we only got the 460"s that one year. I guess too many wrecks with the larger engines was one of the reasons they didn"t continue ordering 460"s.
As far as the diesel question goes, I don"t know which is better. Whatever fits, I guess!
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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