Can someone tell me the diffrence in all the 351's including each of their perfromeace specs?

 

These are opinions;

351W, very good idea, early on anyway, they
were screwed up during the mid 70's, when they
got 302 heads...

351C, Great Idea, very good 2bbl heads, make
lots of power with the right parts, was screwed
up when it became the 351M...

351M, okay idea, Ford needed more 351's in the
early 70's, so used the 400 block and recast the
351C crank for the larger 3" main journal, has a
great rod-stroke ratio, and the second longest V8
rods available. Can make plenty of power, but
you've got to know what you're doing...

Hope this answers your question...

Bates

 

thanks

 

I thought I'd all a little to this description. I hope I don't offend Bates, just wanted to elaborate a little.


> These are opinions;
>
> 351W, very good idea, early on anyway, they
>were screwed up during the mid 70's, when they
>got 302 heads...

The 351 Windsor shares a lot of parts with the 289/302 family, including interchangable heads, cams, timing chains, timing chain covers, fuel pumps, and more. The 351W is a taller version of the 289/302. The motor mount bosses are the same so as long as it fits between the shock towers, it will bolt in. It also shares bell housing patterns with the late 289 and all 302s so transmissions will fit up, too.

The heads have in-line valves. The heads are ok, but not nearly as good as the 351C/351M/400 heads. You can get factory EFI, including SEFI, for the 351W.

The 351W outlasted the 351C, 351M, and the 400.

>
> 351C, Great Idea, very good 2bbl heads, make
>lots of power with the right parts, was screwed
>up when it became the 351M...

Yup, a high performance engine by design. Cleveland and M valves are not in-line so they can fit bigger valves into the head and not hit the cylinder walls.

Reiterating what Bates said, the 351 2v heads are hot street heads, with the oz heads being the best of that breed. The 4v heads are pretty extreme. Same bell housing pattern as the 289/302/351W.

Shorter deck height than the 351W. IIRC, 9.2" for the Cleveland, vs, 9.5" for the Windsor. No factory EFI for this dude. I think Windsor EFI parts can be retrofitted with some work.

>
> 351M, okay idea, Ford needed more 351's in the
>early 70's, so used the 400 block and recast the
>351C crank for the larger 3" main journal, has a
>great rod-stroke ratio, and the second longest V8
>rods available. Can make plenty of power, but
>you've got to know what you're doing...

Heads interchange with the Cleveland engine. Very tall block (heavy). Most bell housing bolt patterns match with the 429/460. I think this engine family is also called the 335 family. No factory EFI.

Interestingly, the crankshafts of these can be fitted into Windsor blocks by grinding the main journal diameters, and doing some clearance work on the counterweights. The heads, too, can be fitted to the Windsor block, with some work. This head swap is called a Clevor (Cleveland/Windsor). Manifolds are the tricky to get.

Best regards,