M400 internals and timing

[Nicksy]

Please chap’s no handbags!!!

Thinking of doing some work on the car, but the main question is, has anyone changed the cam timing of their car to M400 timing without doing any internal works? (valve springs etc)

If so what sort of BHP did you get to? Or how far can you go before causing issues?


Regards

Nicksy

[daddysumo]

I think 1 bar is the general opinion.

Steve

[Mike Tuckwood]

I wouldn't change it to be honest. 1 tooth is over 8.5degrees. As horsepower can be gained easily enough already, I can't see why it would be necessary.

When we go internal on my engine, I'll measure the cams, lift, duration etc. See if there's any obvious advantage to be had?
As for Boost, depends what Turbo's you have and level of build/tune?


Mike.

[Gadgeroonie]

the cam timing on the exhaust cam is retarded by one tooth

the rods are steel

the early car had cast pistons - but i'm pretty sure the later one was forged

[alex s]

Gadgeroonie said:

the cam timing on the exhaust cam is retarded by one tooth

the rods are steel

the early car had cast pistons - but i'm pretty sure the later one was forged

Forged pistons only were used in the m400's

[peterguk V6 KWK]

Gadgeroonie said:

the cam timing on the exhaust cam is retarded by one tooth

Compared to what?

I took my M400 engine apart to change valve springs and head studs and the valve timing marks (white marks on chains and gears and lines on back of cam gears) all lined up.

Chatting to 3 or 4 of the big US Noble tuners and one in the UK all confirmed engine should be as it was - i.e. white marks on the front and lines on the back. So it went back together the way it came apart.

I'm assuming they are Ford marks and lines, not Noble.

Can post pics.

Edited by peterguk V6 KWK on Monday 4th May 22:35

[JLSELAN]

This may not be relevant, but for U.S. cars there was absolutely no difference in the spec of AER motors built for M12s and M400s. The only differences were turbos and ECU map.