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All, search function did not bring up much, 351W with a NP435, in a 1965 F-100. Who has had which type, and did they interfere with the starter or clutch linkage?
All, search function did not bring up much, 351W with a NP435, in a 1965 F-100. Who has had which type, and did they interfere with the starter or clutch linkage?
While I can't respond to your specific application I can recommend that you get a set in either stainless or ceramic coated to keep from having an eyesore under your hood.
I used 2 sets of shorty header to get it done. Engine swap and block huggers. The engine swap driver side, left no room at the firewall. The block huggers left no room for the starter, so two sets.
from my research, Ive read in many threads that the 351w has a bit of an issue with headers passing the frame due to the slightly taller block deck (therefore slightly wider block) in the 65 and 66 (possibly other years). I was looking for a while to do the same swap.
my solution was going to be using a 302 based windsor stroker motor ( a 347 to be specific ), as the slightly shorter deck height/narrower block didnt have the same issue and resulted in nearly the same cid.
Whatever you decide to do about dumping the exhaust, I highly recommend Remflex manifold gaskets. I have a ratty old set of headers from the PO that have burned through a couple sets of gaskets, including Felpro. Last night I replaced the passenger side, (There were starters and freeze plugs behind it) and I am very impressed with the product.
Decided to switch back to the stock exhaust on the 65 with the 302 which currently has Hooker Longtube headers with an Edlebrock 4dbbl with Holley 4160 and I have never been able to get into the secondary vacuum and the max rpm I am able to gain is approx 3500. I found that on the passenger side the clearance is very limited and does not take much of a bounce for the pipe to hit the crossmember, on the driver side I did not have an issue with clearance but seem to recall the 351W heads it sets a bit higher(?).
Aware the addition of headers is suppose to increase HP and perhaps and improve airflow but IMHO, it is a truck with limitations; T18 trans and 3.57 rear axle ratio and limited RPM. Anyhow, had an urge to chime-in? Expect to get some flack from 'nay-sayers:
Actually
Considering how I'm going to use it, 3.25:1 gears and a NP435, I believe I am going to stick to cast iron manifolds. I doubt I ever rev to 5000 RPM, so I should be ok.
Whatever you decide to do about dumping the exhaust, I highly recommend Remflex manifold gaskets.
No gaskets whatsoever are required with Sanderson’s. I was skeptical, but coughed up the money for what I believed were the best manufactured headers and found it to be true. The machining on the flanges was precise, and I had zero leaks in the nearly two years I had them before changing to ram horns.
No gaskets whatsoever are required with Sanderson’s. I was skeptical, but coughed up the money for what I believed were the best manufactured headers and found it to be true. The machining on the flanges was precise, and I had zero leaks in the nearly two years I had them before changing to ram horns.
That is impressive, and I certainly would like to have a set of those, but for everyone else I stand by my Remflex rec, Cause almost anyone can afford $40.
