I thought they were all dual snorkel...guess not. Still nice swap meet goodies for carb people like me!

 

have a 351w HO EFI sitting in my shop all 351w heads are interchangeable there is no differance in EFI and carbed heads on a Ford small block your confusing GM screwed up projects

 

GT TECH TIPS
Because the 351W has larger (1/2 inch) head bolts than the 289/302 (7/16 inch), you need bolt spacers, available from Summit Racing Equipment and other aftermarket sources such as ARP, which enable you to install 351W heads on a 289/302 using the 289/302 head bolts.
The 351W “3M” nodular iron crankshaft has larger main and rod journals than the 289/302 along with a longer stroke. This crank had longer connecting rods (5.956 inches) than you find inside the 289/302. For 1969 it was the only 351W4V engine produced with 10.7:1 compression. The 351W-2V engine had a more modest compression ratio of 9.5:1.
The 351W-4V was equipped with the Autolite 4300 4-barrel carburetor while the 351W-2V was fitted with the Autolite 2100 2-barrel. Ford never produced a high-performance 351W V-8 prior to the Lightning F-150 with the 5.8L High Output V-8. All were fitted with flat-tappet hydraulic camshafts.( hence the engine in my shop) which i just traded a 380 cobra pistol for hmmmm someone got deal

Sourced : https://www.cartechbooks.com/techtip...pecifications/



I will say that my love for the 351W is more than what some would consider normal but believe it or not i used to feel the same way about the 327 until my 65 impala found its way up a telephone pole and my grandad let me start driving his 71 LTD then the Windsor changed my life and almost ended it a few times... I am learning everyday and never say i know it all or nearly even remotely close to much besides the pain of a shark bite the feeling of running your 68 Fairlane against a 68 GTX 426 Hemi and losing your best girlfriend to a redheaded science major based on intellect, but she was always kinda buggy so what the heck

 

X2, There's no such thing as a fuel injection head on a small block Ford

 

After carefully comparing and measuring the 1969 351-4V, various 1970s marine/industrial and the 351 HO intake manifolds, I have concluded that they are all basically the same as regards ports and size and shape of runners.

The differences I have seen are restricted to secondary features such as number of attaching bolts, waffle pattern on the underside, and that the HO unit has provision for EGR.

 

No surprise there. The only factory performance intake for the Windsor was the C9OX intake. Similar to Edelbrock's intake of that era.

 

I had forgotten about that C9OX intake. I kind of needed one for my collection, but decided against it after seeing that it put the power band up above where I would likely be running, and of course it is a bit costly.

Too bad Ford didn't make the 351HO intake from aluminum like the 351-2V intake and the 302 4V intake from that era. I guess the weight wasn't considered important in the trucks and vans.

 

All Windsor family share same bell housing, all 335 series (Cleveland cast for FMX transmission bell housing), 351M/400M share same bell housing as 385 series (429/460) except for early production 400M which was cast for FMX transmission, all FE series bolt to their own pattern style bell housings, Y-block engine series had their own pattern as well. Always refere to engine series to avoid confusion, hope this helps.

 

A clarification: some of the early 400 engines had a dual bellhousing pattern, the 385 series and the small block pattern.

 

I just ran across this amazing thread. I feel like it would be great if someone who actually knows all this stuff like Conanski or somebody could go through and mark each post as "B.S.", "True facts", "Lunacy", "Sorta correct", etc then people who searched it up for info in the future might be a lot less confused.

My two cents, for what that's worth.

I have never seen a dual snorkel 5.8 air cleaner. I HAVE seen them on 5.0 Mustangs. And I have one of each.
As far as I know, the 351W HO cam is basically an RV type grind. The cam in 5.0 HO's was the one very commonly known to be an off-the-shelf marine grind. It's no rumor, even Ford said it was. Someone earlier in this thread posted what they said was the cam specs for a 351W HO (and not a 50 HO) but I don't know. I had one of those engines I got as a core but it had water damage. The cam was one of the parts from it I scrapped.
As far as I know no "351W HO" was ever used in a police car 1981 and later. They got regular 351W's and used 7200 or 2700 variable venturi carburetors which are "two barrels". I have one of those engines. Call them Interceptors if you like, 1980's to 1991 police car 351W's were grandma engines. Totally uninteresting other than an oil cooler and a weird carburetor. I have onem currently hanging out in a Mustang. Also I have one each of the 2700VV and a 7200VV carbs. Because no one else wants them.
The only vehicles that got 351W HO's were F-Series trucks, E-series vans, and "big" Broncos. If you ask me, these engines are pretty uninteresting. Take any other 351W, add any low rise dual plane four barrel intake, whatever carburetor you favor, and an RV cam and there you are. An HO. At least the later Lightning engines got GT40 heads. (I WISH I had some of those).
Although the Holley/Motorcraft 4180's used on the HO's did the job, they weren't all that great. Plus parts are more and more difficult to find for them as time goes by. About any correctly sized 4 barrel you can find in Summit Racing's catalog would do better. (And you can get parts for it.)

An FYI, in 1972 Ford made another 351 HO, but that one was a a Cleveland, only came in Mustangs, and would run circles around the later 351W HO's.

And because this thread is so horked up already, if you have information that contradicts what I said, please share. Quote what I said with what you have to add and maybe give a reference. If I am giving out incorrect information I would like to know it.

 

The major difference is the deck height. if im not mistaken the 351 has longer rods and I know that is has a taller deck to make room for a longer stroke to make it into a torquey truck engine. this is why the intake manifold is different. the angle of the block is the same, but the deck is taller making a bigger gap between one heads intake ports and the other heads intake ports. IF im correct, the stroke is also longer for the 351 than the 302 but Im not sure by how much. Other than this the bores are identical and nearly everything else is identical.

 

The 351's stroke is 3.5" vs the 302's 3.00" . 351 also has larger main journals and a larger oilpump driveshaft. The block's deck is 9.5" vs the 302's 8.206. Conrods are also longer and beefier than a 302.

 

Welcome to the forums Coyota85, I don't know if you realize it but you were responding to an old thread there... last post was March 2018. Nothing wrong with digging through the archives though... lots of good info to be found.

 

And a minor nitpick: The 351W originally had a deck height of 9.48, it was raised to 9.50 in the early '70s but I don't recall the year.
I believe the 302 also had some minor deck height variations at some point of its production.

 

Funny ,u say punched stroked to 396,which I thought was either 393 or 392.but funny part u have no mention of rotating assembly.Just keith black pistons! Lol ,u use 351 pistons? I like ***** too,but that ain't the skirts I'm trying to break off