For our relatively mild power expectations, we're going to be using 15/8-inch shorty-style
With that said, Summit Racing provided us with the needed 5.8L EFI distributor-this one came from Mallory Ignition (PN MAA-7968704). Summit, MSD, Accel, and Mallory all offer the correct distributor for the fuel-injected 5.8L engine, and they use the factory, or provided, high-performance aftermarket TFI module that connects to the factory wiring harness. We are also using Mallory's high-performance spark plug wires (PN MAA-949M). The cheap way out of the distributor game is to find one from a '93-'95 SVT Lightning, or later-model 5.8L fuel-injected truck or van. You need to swap out the distributor gear for a steel one if you plan to use a hydraulic-roller camshaft with the Ford distributor. The factory stuff is very good, even with a bit of miles on it, but if you find yourself considering a new one, go for the flashy billet aftermarket stuff. It's great eye-candy at the car show and they work excellent as well.
From the folks at FRPP, we received the M-6675-A58 oil-pan swap kit, as you'll need the new pan to fit the Windsor engine in the Fox. The FRPP kit includes the 5-quart pan, the oil-pump pickup and mounting stud, as well as a new dipstick and sheath. While you're at it, order yourself an M-6605-A341 oil-pump shaft from FRPP, and a new standard-volume oil pump for a 351W from the local parts store.
RHS sent us a set of its trick new black crinkle-coat valve covers to bolt onto our Street
Motor mounts aren't so much of an issue as they are a preference. With the increase in deck height as well as overall height of the 351W, your new powerplant is bound to require an aftermarket cowl-induction hood to clear the intake manifold. There are ways to combat this, and one of them is to use drop motor mounts like those from Holcomb Motorsports (PN OT6000351D). Holcomb's mounts are a solid-steel design, so you are going to feel a bit more vibration in the car, but if you keep the stock rubber or urethane transmission mount, it will help. Our stock idle should help quell vibrations as well.
Keep in mind that oil pan clearance to the K-member and steering rack can be an issue, though it isn't when using the FRPP oil-pan swap kit. Another idea is to use an aftermarket tubular K-member. These can offer additional pan clearance, as well as lower mounting points for the mounts. We've seen a carbureted Windsor fit beneath a stock hood using both of these tricks, but haven't spotted an EFI setup that does. The motor mounts will help, though.
Not necessarily needed to complete the Windsor/Fox swap, but certainly a good idea with an
Since we're using a production 351W roller block, your roller lifters and lifter spider in the valley can make the jump to Windsor speed, as the bolt holes are already in the block. If you don't have these parts to carry over, Comp Cams offers a hardware kit (PN 35-1001) that includes the spider and hardware. If you're using a non-roller block, Comp has you covered as it offers retrofit camshafts and tie-bar roller lifters to get the job done.
Fuel system changes are minimal. Stock 5.0L fuel rails can be used, but you'll need to cut the plastic crossover lines, and get some approved high-pressure fuel line and clamps (the clamps are special too) to allow the rails to sit properly on the wider 351 lower intake manifold. With more airflow comes a need for more fuel, however, so an in-tank fuel pump upgrade is a must, as well as 30-lb/hr or larger fuel injectors.
This very tired-looking 5.0L engine will soon make way for our Street Smart Windsor. It ac
With all the details covered, you should be well on your way to shoehorning that Windsor between the frame rails of your Fox-body. Most swaps, including this one, can be a big undertaking-but hopefully we've made it a bit easier now that we've laid everything out for you. Check back next month as we drop this Street Smart Windsor into our latest Fox-body hulk and pound some Dynojet rollers for the details. And keep reading because we have a bunch more swaps in store.