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. Build A 505HP Ford 351 Windsor. See all 17 photos. John McGann writer Brian Hafliger photographer. Nov 20, 2014. It's safe to say we've built a few 350 Chevys in the pages of Car Craft.

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Let's spare the drama and get to the results right away. Starting with a bone-stock 351W truck engine, we bored the block 0.020-inch over, fitted KB flat-top pistons to the stock crank and rods, installed a Crane hydraulic roller cam, and reassembled the engine with GT40 cylinder heads.

That combination was good for 391 hp at 5,900 rpm and 405 lb-ft at 4,300 rpm. After that, we dropped Trick Flow's 11R cylinder heads on the same short-block and made 505 hp at 6,700 rpm and 451 lb-ft at 5,200 rpm. Along the way, we shuffled a few intake manifolds and carburetors across this engine, and the test results are interesting. For this iteration, we decided to use a set of KB flat-top hypereutectic pistons. They come with 6.5cc valve reliefs and 116-, 116-, and 316-inch rings.

Brian mocked up pistons in all four corners to measure, then surfaced the block to set the pistons at zero-deck. In nearly all circumstances, you can reuse stock roller lifters, but ours were pretty rough from sitting for a while, so Brian replaced them with a set of Crane's OE replacement roller lifters. The cam measures 228/236 degrees duration at 0.050-inch lift and 0.552/0.574-inch lift. It's an off-the-shelf Crane cam, but Brian asked for it to be custom-ground on a 108-degree lobe-separation angle instead of the standard 112-degree LSA. Here is the GT40 combination ready to run. With 0.040-inch head gaskets, the compression ratio was 10.0:1. We used Doug's headers for all the tests.

Brian chose them because the combination of 30-inch-long, 134-diameter primary tubes and short 3-inch collectors complemented the cam and heads better than most other headers available with longer primaries. Per his normal dyno setup, Brian used MSD's Ready-To-Run distributor and their electric water-pump drive.

We used Torco 10W-30 oil and 91-octane gasoline from the local Chevron. This combination made best power with 29 degrees total timing. On the DynoAll testing was performed on IMM's DTS engine dynamometer, and the results listed are adjusted according to the SAE correction factor.

Doug's 134-inch primary tube headers were used throughout. Test 1: GT40 heads, Edelbrock 650 AVS, Summit Racing intake manifold Test 2: GT40 heads, Holley 750 Ultra Double Pumper, Summit Racing intake manifold, 1-inch open spacer Test 3: 11R heads, Holley 750 Ultra Double Pumper, Edelbrock RPM Air Gap intake manifold Test 4: 11R heads, Holley 750 Ultra Double Pumper, Edelbrock Victor Jr. Intake manifold Test 5: 11R heads, Holley 1,000 HP, Edelbrock RPM Air Gap intake manifold Test 6: 11 R heads, Holley 1,000 HP, Edelbrock Victor Jr. Intake manifold. Test 1Test 2Test 3Test 4Test 5Test 6RPMHPTQHPTQHPTQHPTQHPTQHPTQ3,3216379——22392——24397——25791368024678944336,200——6,400————34126,600————44016,800————5395Show All.

Though tested with an RPM Air Gap (installed here) and 750-cfm Ultra Double Pumper, this combination made best power with Holley's 1,000 HP carburetor on a Victor Jr. Compared to the best power made with the GT40 heads, just the addition of Trick Flow's 11R heads yielded an increase of 121 hp with no loss in torque anywhere in the powerband. Want even better news? This cam really isn't big enough to take advantage of the full potential of these cylinder heads. We will explore that limit more fully in our next installment with a bigger cam and more displacement.

No matter what, Trick Flow's 11R cylinder heads offer an incredible bang for the buck. Download aushadh darshan pdf free.