351C or 351W

[jetenginedoctor]

Originally Posted by Frank Messina

No offense to anyone with a Cleveland, but the Windsor has benefitted from so much head development over the years there is really no reason to use a Cleveland today.

Hmm. . . . I disagree.

One of the big differences between the C and W motors that lends them better choices for different uses is the main bearing journal diameter and connecting rod length. If you want to build a relatively low RPM engine (under 6000 RPM) then the Windsor is a good choice with its longer rod. However, with its larger main bearing diameter, oiling is a concern at speeds of 6000 RPM or greater. The reason being, the larger the bearing diameter, the greater the linear speed for the same given RPM. This means the oil shear speed is proportionately greater with the 351W engine compared to the 351C.

The 351C, having smaller main bearing diameter and shorter rods is a little better starting point for guys who want to build an engine to rev. Despite the far greater variety of 351W style cylinder heads, the offerings for the 351C (such as those from www.chiheads.com) are still WAY better than anything for the 351W. Don't forget that the C valvetrain is canted (correctly) such that the short side radius for both the intake and exhaust valves are far shorter and a larger radius. This makes for HUGE HP benefits, and is the basis for the TFS Twisted Wedge cylinder heads. The obvious difference between the C and the TFS-TW heads is that the C heads were designed from the very beginning to be a canted-valve cylinder head. The TFS-TW for the W is more of a semi-canted head, and suffers from premature valve guide wear due to the unbalanced valve stem loading.

Anyway. . . .

You can easily make your numbers and much more if you want with a Windsor. Quality Roadsters makes a FI system that uses the Ford EEC IV computer that has gotten some great reviews.
Frank

I've got a variety of alternatives for engine control that make the QR EFI system look quite modest.

BK