Piecing the 351For the heads, we used Central Coast Mustangs' (CCM) modified GT-40P heads. These are factory OEM heads that were used on several production vehicles, including the Explorer, and will outflow the standard production E7TE heads that were used on 5.0L Mustangs. For $639 a set, you can replace the entire valvetrain with higher-quality components, including back-cut stainless valves, beefier springs, keepers, and hardened retainers. Definitely a great bang for the buck.
Our camshaft was a little more expensive than anticipated, but we realized that the right camshaft can make all the difference. We opted for a Crane Cams hydraulic flat-tappet with matching lifters and pushrods. Since we didn't have access to stock stamped-steel rocker arms, we stepped up to a set of 1.7:1 Crane roller rockers originally used on '93 Cobra engines for a reasonable cost of $190, keeping us originally well under the budget.
When it came to an engine kit, we found it cheaper and easier to purchase a Summit Racing engine rebuild kit. The kit is very complete and came with forged pistons, bearings, chrome-moly rings, freeze plugs, a high-volume oil pump, a complete gasket set, and a packet of engine-assembly lube for only $420. We added a Summit Racing timing chain for $24 to round it out.
For the remainder of the buildup, we used an Edelbrock Performer RPM dual-plane manifold, a Milodon replacement oil pan and water pump, and a set of six-point ARP head bolts to firmly clamp the heads into place. Total price: $2,545.
Results Once mounted to the in-house JMS dyno, Dyno Operator Robert Hendrix started by gingerly breaking in the 351W for the initial 20 minutes before the flogging. Even though our cam was a little on the lumpy side with 234/238 degrees duration at 0.050-inch lift, the engine idled comfortably at around 800 rpm and had a tone that any gearhead would love.
With total timing set at 32 degrees and the fuel pressure at roughly 8 psi, we performed a test pull up to 4,000 rpm that seemed promising. The chart revealed 316 hp and 415 lb-ft of torque. Everything looked good leading up to the first full pull that netted 360 hp and 399 lb-ft of torque. After several pulls with similar results, we increased the timing progressively to 35 degrees total, only to lose power, and ultimately found our peak power by gradually pulling the timing down as low as 29 degrees total. With a 2-inch open spacer, our final numbers came in at 374 hp at 5,300 rpm and 415 lb-ft of torque at 4,000 rpm.
ConclusionGiven the short cam specs and the excellent torque this engine made, we think our 351 Windsor buildup makes an excellent powerplant. As we've said before, the idea was to create a solid entry-level engine that could be placed within the confines of a true street vehicle. We certainly did that. You can easily drop this 351W into a wide array of Ford bodies, mate it with a 10-inch, 2,500- to 3,000-stall converter with mild 3.55:1 gears, and rip the tires to shreds by simply stabbing the throttle. Horsepower is nice, but it's the torque down low that makes for great fun on the street. And considering our torque curve is pushing over 400 lb-ft as low as 3,500 rpm, you can bet it'll put a silly grin on anyone's face.
Granted, our horsepower and torque levels didn't put us on top compared to our Chevy and Mopar cronies. Sure, we could have changed the cam for one with a much more aggressive profile for peak power figures, but for a street machine application we decided that a lumpy idle that still delivers a decent amount of vacuum to support power accessories is still a good idea.
If you should ever decide to upgrade this combo for more power and don't mind sacrificing street manners, there are a myriad of configurations that this 351W could evolve into. You could swap in a set of thinner gaskets or mill the heads to pump the compression. Swapping to a more aggressive camshaft, and even going with a single-plane manifold would make the motor more strip-friendly, though this would certainly kill midrange torque. Nevertheless, we're more than content with the results. However, if you feel this engine deserves a second look, send us your cam and induction ideas and perhaps we'll run 'em up the Windsor flagpole. There's certainly a little more power left in this blue oval performer.