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My 63 has a 351W (started life with an inline 6). Anyway nice as the engine is it has low oil pressure when it is warmed up. First thought was to put a new oil pump in but then it maybe main bearings or........... Talking to a friend we decided to find a doner engine to rework. Well in out search we came across an already rebuilt block 30 over with new crank bearing etc 0 miles. Next came a couple of flowed Mustang GT heads with new valves and guides etc basically 0 hours. Chose a "mild" upgrade in cam. Roller rockers, high flow oil pump added. Engine will be ready to drop in taking my nice rocker covers, inlet manifold, Edlebrock, and Mallory ignition etc. When the old engine comes out we have power steering and brakes to install before the new engine gets installed. Cant wait.
My 63 has a 351W (started life with an inline 6). Anyway nice as the engine is it has low oil pressure when it is warmed up. First thought was to put a new oil pump in but then it maybe main bearings or........... Talking to a friend we decided to find a doner engine to rework. Well in out search we came across an already rebuilt block 30 over with new crank bearing etc 0 miles. Next came a couple of flowed Mustang GT heads with new valves and guides etc basically 0 hours. Chose a "mild" upgrade in cam. Roller rockers, high flow oil pump added. Engine will be ready to drop in taking my nice rocker covers, inlet manifold, Edlebrock, and Mallory ignition etc. When the old engine comes out we have power steering and brakes to install before the new engine gets installed. Cant wait.
Cool! Should make for a great engine. My last 351w was nearly a year ago now. Added 351 Lightning intake with EFI (GT40) its in a 1956 F100. Hydraulic Roller cam etc
Looking good. That should be a strong runner. But I would be cautious about running that HV oil pump if that engine has standard bearing clearances that tends to put a tremendous load on the distributor gear and cam gear. Ford Racing lists that in the top 5 reasons for distributor gear failure.
Looking good. That should be a strong runner. But I would be cautious about running that HV oil pump if that engine has standard bearing clearances that tends to put a tremendous load on the distributor gear and cam gear. Ford Racing lists that in the top 5 reasons for distributor gear failure.
After the engine compartment was empty, the last engine had torqued the mounts (Conversion mount that are too long for their gage). Frame boxed in, mounts shortened and re welded. The engine is now in place being hooked up. Power steering and brakes installed. New radiator. Can't wait to here it run. Now has 302 Mustang flowed heads and a mildly increased cam. Found that the rear axle was miss aligned so that's fixed. The rear is a 3.0 so should run pretty good with the C6 tranny.
What exhaust manifolds are you running?? I'm going back and forth on going with an explorer 5.0 or going with an 85 HO 351w that I have in a parts truck that I have. I was just curious about exhaust fitment and I didn't really want to run headers.
What exhaust manifolds are you running?? I'm going back and forth on going with an explorer 5.0 or going with an 85 HO 351w that I have in a parts truck that I have. I was just curious about exhaust fitment and I didn't really want to run headers.
The manifolds are stock from the old engine that came out of a 79 Econoline van. They were pressure washed and ported. Then treated with a paint that I will have to get back to you with (Because I forgot). Because of the power steering install the engine was located slightly to the right (Passenger direction) so that the manifolds had good clearance. Working on the first break in miles to see what she does.
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Getting close.
