Hmm, you want the job? I see a possible tech article authorship in your future...

 

351w also came stock with e5te heads on a 1986 and they are 63-65 cc

 

You obvioulsly don't know how how little I know!

 

I think thats mostly due to the fact that the windsor is the (chevy 350) of the ford world...most windsor apps are so plentiful that its cookie cutter engine building. Theres always a set of pistons, heads and cam that are already proven time and again to work by just throwing them on. In the FE world you actually have to research what parts to use due to the limited supply of aftermarket that is available, and the limited amount of "Proven builds" that are out there.

 

right...but you still need to know cc info on heads yada yada and it's not around here except for some scraps of info...there are enough differences of equiptment that haven't been covered to frustrate a guy.

 

What I've noticed is that there's a fair amount of info up to about 1980, and then it gets sketchy after that. And it's not just here, but on the 'net in general. You come across info about the E5 and E7 heads, and a bit on GT-40 and GT-40p heads and not much else, really.

 

True, but in the end theres houndreds of 302 builds out there....every mustang, 5.0 and ford magazine has atleast one build per month in there mags....and if its a 302 then the same thing will work in a 351 only better. It gets sketchy when emissions and EFI start getting involved.....with that said, thats only true when it comes to trucks. Basically if you have to abide by emissions and you have a speed density 351w then your pretty much screwed at having a HOT motor.

However I am currently building a 351 with speedpro Hyper pistons (#H336cp+.060) and they are 9.85:1 with 60cc heads and they are pre cut to accept 2.02 valves...so the sky is the limit. When I finish this motor I will post a "BUILD" thread with all the info in it for a moderate 400hp 351w.....but you gotta wait....$$$$$$$ still gotta get all the parts togeather..lol

 

Not necessarily (on both).

You're using .060 over pistons? Did you or are you having the block sonic checked for proper thickness between the cylinder walls and the water jackets?

Typically, on SBF's ya don't go over .040...usually .030.

 

Oh yea its been tested.....I trust the guy, if not ill break his legs.

For the most part anyway....but you get what im sayin right?

 

The book "The Official Ford Mustang 5.0" by Al Kirschenbaum, has the most complete info on the later 5.0 stock heads, cams and other stuff that I've found to date. It pretty well covers all the small block stock parts from 79-to the end of prodution. Summit Racing carrys this book. Al wrote it, but all his info is straight from Ford.

 

There are quite a few books out there that have good information about that. HPBooks has a few just themselves. Summit has a whole list of books that I poked through and then went to my local Barnes and Noble to get. Some of them I bought here at Motorhaven (sponsor of FTE).

The reason I said not necessarily is because 302 parts on a 351 will not necessarily be very good. If you gave a further example of what you mean, I could explain myself better.

This is a myth to some extent. You can get a speed density friendly camshaft (114 lobe separation is key) and run performance heads/intakes/exhausts to get power (couple guys here have done it). Or you can just simply supercharge it which would be the easiest way. There are many 93-95 lightning guys with performance 351's running 11s in the 1/4 on SD. There are tricks and things to build for when building with emissions in mind.

MAF is easier to work with, is fully tunable, and allows a much greater cam selection.

Ask don't assume. If the engine was bored .060 and not sonic checked then you're not sure whether or not there is enough thickness between the cylinder walls and the water jackets. If this clearance is too thin that engine will have overheating problems and you won't get it to work right. You can also develop hot spots around the cylinder wall areas.