For our relatively mild power...
For our relatively mild power expectations, we're going to be using 15/8-inch shorty-style exhaust headers, and we got ours from BBK Performance (PN 1511 for chrome, 15110 for ceramic). To help the 351 breathe a little better, we also ordered one of BBK's X-style midpipes with catalytic converters (PN 1662). Converters aren't nearly as restrictive as they used to be, and we think the car's stock mufflers will be more of a problem. We may have to address that next month.
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...
RHS sent us a set of its trick new black crinkle-coat valve covers to bolt onto our Street Smart 351W. Experience has told us that valve covers of this physical style don't usually work on an EFI application without a significant upper intake spacer, which is something we don't want to run since we're trying to keep the profile low. We're not sure how they'll fit on the Windsor engine, but they look too good not to try. The Trick Flow Track Heat intake we'll be using looks like it'll give us a little more leeway, so we'll have that information in the next installment.
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...
Not necessarily needed to complete the Windsor/Fox swap, but certainly a good idea with any engine larger than 331 cubes, this Anderson Ford Motorsport Power Pipe and Abaco Performance 97mm mass air meter will offer more than enough airflow for our Windsor engine. All of Abaco's MAFs are programmable using the free software from the company, and sized appropriately, will probably be the last meter you'll ever need to buy.
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...
This very tired-looking 5.0L engine will soon make way for our Street Smart Windsor. It actually runs well, but has suffered the effects of sitting dormant in the humid south for several years. The car's interior was far too nice to cut up to make a race car out of, so we hope to restore the Pony here in the magazine down the road. For now, we're going to bump up the cube count under the hood and burn some dry-rotted rubber.
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.