1. Ford 351 Windsor Workshop Manuals
2. Ford 351 Windsor Engine
3. Ford 351 Windsor Crate Engine
4. 351 Ford Windsor
5. Ford 351 Windsor Workshop Manual Transmission
6. Ford 351 Windsor Workshop Manual Transmissions

ATK HP Crate Engines Small Block Ford 351W / 390HP / 420TQ Show Product Info In 2007, ATK launched a High Performance Division with one of the finest engine shops in the country. Shop 351W Ford Small Block V8 Transmission parts and get Free Shipping on orders over $99 at Speedway Motors, the Racing and Rodding Specialists. 351W Ford Small Block V8 Transmission parts in-stock with same-day shipping. The 351 Windsor also belongs to the Ford Small Block family - not to be confused with the mid-sized-block 351 Cleveland, a different engine of the 335 family. The 'Modified' engines are also in a different vein, and not generally as popular or well suited for Jeep conversions. 351 Windsor manual transmission options. Looking for manual transmission options to bolt up to a 351w. Currently for the stock 4 speed. The split between 2nd and 3rd is horrible. Looking for a 5 speed or 6 speed that the T case will still bolt to. A subreddit for all years of Ford Broncos. Created Feb 10, 2012.

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The 351 Windsor engine was produced by Ford and had a long reign, beginning in the 1960s, and although not commercially available, it is still used by many rebuilding Ford small blocks for their project cars.

This most well-known car that this engine was used in may be the Mustang, but this engine was also used in many other models as well, including the Cougar, Torino, Maverick, and many other classic Fords used this block. In addition this engine was also used on various truck and van applications for Ford, including in the F150, Bronco, and E150. The sims 4 killer mermaid mod.

The 351 Windsor was originally introduced in 1969, used in a variety of cars as mentioned in the previous paragraph. Later on, the engine was added to the truck platform and was actually used in the F150 up until 1997.

A 27 year stint for this engine is nothing less than impressive and speaks strongly about the popularity and strong following for this engine. While this engine is no longer available in any cars as a stock option, the engines are still produced and sold as crate engines, called the Boss 351.

One of the main reasons for the popularity of this engine is its reliability. Another reason that this engine is still so popular today is the ability of these engines to have parts changed, so each person can modify their engine based on the desired mixture of parts from various engine.

Due to the 351 Windor’s strong block design and thin-wall casting, it is a popular engine to choose as the base when building a project car. A final advantage that many Ford enthusiasts point out is the ease of access when working on many of the parts of this engine. This is very much unlike today’s engines where even the simplest of tasks can take hours because the part can’t be accessed directly.

351 Windsor Performance Specs

With the introduction of the 351 Windsor in 1969, the 2 barrel carburetor version was rated at 250 horsepower and the 4 barrel carburetor version was 300 horsepower at 5400 RPM, with peak torque of 380 lb-ft at 3400 RPM for the 4 barrel version. The horsepower ratings, however, were changed in 1972 as a new way of rating engine power was adopted, which resulted in 153 and 161 horsepower for the 2 barrel and 4 barrel engines, respectively.

By 1997, fuel system improvements along with many other improvements resulted in peak horsepower of 210 at 3600 RPM, with 330 lb-ft of torque at 2600 RPM. The 351 Windsor, as one might guess, is 351 cubic inches, or 5.8L. The engine block has a bore of 4.0 inches with a stroke of 3.5 inches.

Head and Block Construction

As this is an older engine, the block and head are both of cast iron construction, as one would expect. The valvetrain system used was the traditional push rod overhead valve (OHV) 2 valve per cylinder system with camshaft in the block. For the majority of its life, the valvetrain used a cast iron camshaft with a flat tappet design; however, this was updated in 1994 to begin using a steel roller cam and lifter system.

The longevity of the Windsor 351 speaks for itself to the great popularity of this engine, and an engine is not popular just because of luck. This engine was reliable and also is capable of providing some significant power, which explains the almost 30 year life of this engine in normal production. Assassins creed iv black flag graphics mod. To this day, many project cars can still be found with at least some parts from a 351 Windsor being used.

Sources:

The following is a list of Ford bellhousing patterns. A list of bell housing patterns for General Motors transmissions is also available, as is a list of engines for Ford Motor Company.

Ford 351 Windsor Workshop Manuals

Ford Flathead engine pattern[edit]

• 221 V8
• 239 V8 (pre-1949 autos, pre-1948 trucks, post 1947 trucks with factory adapter housing)
• 239 V8 (post-1948 autos, post 1947 trucks)
• 255 V8

FE Gen 1 and Gen 2 pattern[edit]

• 330 FT V8
• 332 V8
• 352 V8
• 360 V8
• 361 FT V8
• 390 V8
• 391 FT V8
• 406 V8
• 410 Mercury V8
• 427 V8
• 428 V8

335/385 Big Block V8 pattern[edit]

335-Series (M-Block)

• 351 M-block V8 (Not to be confused with the 351 Cleveland which uses the small block V8 pattern)
• 400 V8 (except some 1971 and 1973 late Windsor-style castings)

• 370 V8
• 429 V8
• 460 V8
• 514 V8

Taunus/Cologne pattern[edit]

Named after the 1962 Ford Taunus V-4 built in Cologne, Germany.

• 1.2/1.3/1.5/1.7L were mostly in European Cars.
• 1.8, 2.0/2.3 had the same bellhousings bolt patterns with differences from year to year to be wary of. The Mazda Transmission 5M** does not 'directly replace' the Mitsubishi transmissions as there are shifter spacing differences in the floorboard. The Mitsubishi Trans was made to fit Mustang IIs and was shoehorned into the early Rangers. Later models came with hydraulic clutches. These were commonly found in Pintos, some Mustang II/Capris, and Rangers but do not match the V6 Bell housings. Changing the engine to a V6 often requires changing the bellhousing (Mitsubishi) but the Mazda trans had an integral bell.
• 2.6, 2.8, 2.9, and 2.9 Cosworth. Most of these were RWD car engines. Some had the same Mitsubishi manual transmission as the 2.0/2.3 but had different bellhousings. The 2.3, 2.8, and 2.9 also made it into the Ranger, and Bronco II.
• 4.0L was produced by Ford Cologne Germany (like the unrelated and the all-new metric Taurus/Sable FWD 3.0 V6). Both were put in the North American Ranger, Aerostar, Explorer platforms. The 4.0L bellhousing and the 3.0L bellhousings 'MAY' interchange, but they do not interchange with the previous Cologne engines.

Falcon Six pattern[edit]

• 144 I6
• 170 I6
• 200 I6 (through 1977; 1978-1983 have partial late Windsor pattern)

Early OHV Six pattern[edit]

• 215 I6
• 223 I6 v2
• 262 I6

UK Essex pattern[edit]

• 1.7 L / 2.0 L Ford Essex V4
• 2.5 / 3.0 / 3.1 L UK Essex V6

Pinto/Kent/Lima Pattern (also see Taunus/Cologne Pattern)[edit]

(Lima pattern has the two top bolt holes moved up about an inch)

• 1.0/1.3/1.5/1.6 Kent (Pre-Crossflow and Crossflow)
• 1.6L/2.0L EAO
• 1.3/1.6/1.8/2.0/2.3/2.5L OHC I4 RWD. This engine was also produced in Cologne, Germany. It was put in Pintos, Mustangs, Fairmonts and Rangers. It was then modified by Mazda to become the 2.5L in the late 1990s Ranger/U.S. sold Mazda pickups. Ford modified this design further so it is hardly recognizable from pre-2000 (date uncertain) year models. Caution!
• 1.8/2.0 Zetec-E/Zeta Engine Zeta (Later blocks had the starter relocated to one of the bellhousing bolt locations and only partially match.)
• 1.1/1.3/1.4/1.6/1.6 Turbo/1.8/1.9/2.0 CVH/SPI
• 1.6 Lotus Twin Cam
• 1.6/1.7 Cosworth BDA
• 2.0/2.3/2.5 Lima (At least early blocks had both the Pinto/Kent pattern and the modified Lima pattern)
• 2.3/2.5L HSC FWD I4 (Ford Tempo/Mercury Topaz pushrod 2.3L)

Duratec I4 pattern[edit]

• 1.8/2.0/2.3/2.3 DISI Turbo/2.5 Duratec (Mazda L engine)
• 2.0/2.3 EcoBoost

Sigma I4 pattern[edit]

• 1.25/1.4/1.5/1.6/1.7 Sigma
• 1.5/1.6 EcoBoost

Vulcan V6 pattern[edit]

• 3.0L Vulcan V6 (FWD Taurus/Sable and RWD Ranger, but no relation to the 2.9L)
• 3.0/3.2L SHO Yamaha designed V6
• 3.8LCanadian Essex 90° V6 (FWD only) (not the same as British 3.8L).

Duratec V6 pattern[edit]

• 2.5L/3.0L Duratec V6
• 3.4L DOHC SHO V8

Ford 351 Windsor Engine

Modular V8 a.k.a the 'Coyote' pattern[edit]

• 4.6L SOHC/DOHC V8 (later castings, F3VE and up)
• 5.0L Coyote DOHC V8
• 5.4L SOHC/DOHC V8
• 6.2L [[Ford Boss engine|Boss
• 6.8L Triton SOHC V10

Ford 351 Windsor Crate Engine

Lincoln Continental Modular V8 pattern[edit]

• 4.6L DOHC V8 FWD

351 Ford Windsor

IDI[edit]

Ford 351 Windsor Workshop Manual Transmission

• 6.9L International Harvester IDI diesel V8
• 7.3L Navistar IDI and IDI turbodiesel V8
• 7.3L Navistar Powerstroke turbodiesel V8 1994–2003

All 7.3 powerstroke engines had a removable adapter on the rear of the block with either the IDI pattern or SAE 2 pattern.

External links[edit]

Ford 351 Windsor Workshop Manual Transmissions