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timb Hi guys, Please excuse my ignorance as most of my experience is with the modular. I have an oportunity to pick up a 69 Cougar convertible with a 351W and a 3 speed manual for a good price. The motor runs but has a lot of mileage 230,000. I know the easiest thing to do is probably just order a roller crate motor but since it is an all origional 1 owner car I am thinking it might be better to rebuild what is in there adding some performance parts that could be reversed at a later date if need be. I need some suggestions on a build up that would get me 350-400 HP....I don't mind swapping heads or intake.....I am even toying with an EFI conversion for drivabilty sake......to be honest I just don't know where to start in the pushrod world. Lets hear your cookbook of engine parts ideas Tim #1 · Oct 17, 2006 Hi guys, Please excuse my ignorance as most of my experience is with the modular. I have an oportunity to pick up a 69 Cougar convertible with a 351W and a 3 speed manual for a good price. The motor runs but has a lot of mileage 230,000. I know the easiest thing to do is probably just order a roller crate motor but since it is an all origional 1 owner car I am thinking it might be better to rebuild what is in there adding some performance parts that could be reversed at a later date if need be. I need some suggestions on a build up that would get me 350-400 HP....I don't mind swapping heads or intake.....I am even toying with an EFI conversion for drivabilty sake......to be honest I just don't know where to start in the pushrod world. Lets hear your cookbook of engine parts ideas Tim Sort by Oldest first Oldest first Newest first Most reactions #2 · Oct 17, 2006 I would ... ~~Hello I Would purchase the Crate & rebuild the OEM. This way you can do both. If you hop the stock engine & blow it up, You will not have the original to keep with the car in the future. When you want to restore with perfection rather than play. Have Fun with it! Paul #3 · Oct 17, 2006 The 69 351W block has the highest nickel content of all of them and is the strongest. The deck height of the 69 is 9.2" whereas the post 69s have a deck height of 9.5". If it is the 9.2" block it is very rare. I will take that block off your hands #4 · Oct 17, 2006 Mark are there any particular markings I should look for to determine if it is the 9.2" #5 · Oct 18, 2006 check the sites below for some info. http://www.cehighperformance.com/ford_block_car_codes.htm I also found this info IDENTIFYING 351 WINDSOR AND 351 CLEVELAND ENGINES We receive many phone calls from classic Mustang enthusiasts inquiring if the engine in their 1969 or 1970 Mustang or the 1969 or 1970 Mustang they are contemplating purchasing is a 351 V-8 Windsor or a 351 V-8 Cleveland. First of all, virtually all 1969 351 V-8 engines were Windsors and virtually all 1970 351 V-8 engines were Clevelands. There are a few exceptions. Over the years we have seen a few 1969 Mustangs with factory installed Cleveland engines. By checking the build dates of these Cleveland 1969?s we found that in every case these Mustangs were produced in the last week or two of 1969 production when perhaps the factory ran out of Windsor engines. Conversely, we have also seen very early production 1970 Mustangs equipped with 351 V-8 Windsor engines. Again, perhaps the producing factory was using up their supply of Windsor engines before beginning Cleveland engine production. In either case we have found these to be very rare occurrences. The 351 Windsor's radiator hose attaches to the radiator and connects directly to the front of the intake manifold via a water neck. Windsor 351 V-8 Engine 1. Valve cover is held in place by 6 bolts. 2. Spark plug socket is 13/16 inch size. 3. Distributor gear is 1 1/4 inch diameter. 4. Radiator hose connects to water neck on the front of the intake manifold. The 351 Cleveland's radiator hose attaches to the radiator and connects directly into the front of the engine block. It makes a 90° bend from the radiator to the engine block. Cleveland 351 V-8 Engine 1. Valve cover is held in place by 8 bolts. 2. Spark plug socket is 5/8 inch size. 3. Distributor gear is 1 1/2 inch diameter. 4. Radiator hose is essentially a 90 degree hose that connects directly to the top front of the engine block. Casting Numbers * 1969 351W engine block -- both 2 barrel and 4 barrel engines -- C8TE-6015-A * 1970 351W engine block -- both 2 barrel and 4 barrel engines -- C90E-6015-A or C90E-6015-B or D * 1970 351C engine block -- Before 10/15/70 --D0AE-6015-A, C, E, G, J * 1970 351C engine block -- After 10/15/70 --D0AE-6015L * 1969 351 V-8 Windsor 2 barrel heads -- C90E-6090-A, B, D, F, or J * 1969 351 V-8 Windsor 4 barrel heads -- C90E-6090-A, B, D, F, or J * 1970 351 V-8 Windsor 2 and 4 barrel heads -- D00E-6090-C or D0AE-6090-J * 1970 351 V-8 Cleveland 2 barrel heads -- D0AE-6090-E or D0AE-6090-J * 1970 351 V-8 Cleveland 4 barrel heads -- D0AE-G, M, N, or R We hope that this information is helpful to you. Other than Boss 351 Cleveland engines, 351 V-8 Windsors and 351 V-8 Clevelands were not serial numbered to the car. They were date coded at the time they were cast. The date codes and casting numbers are typically located behind the starter. If an engine?s date code precedes the build date of the Mustang by no more than three months, it is generally accepted that it could be the original engine. Again, we hope that you find this information helpful. K.A.R. Auto Group, Inc. The 351C uses the Small Block (289/302) bellhousing bolt pattern. All 351C blocks can be machined for 4 bolt mains. Cleveland family engines use a distributor that will physically interchange with those of the 429/460 big block. The engine in this car is a 351 Cleveland (engine code H) originally equipped with a 2V (2-barrel) carb. The cylinder heads on a Cleveland in 1970 came in two flavors-- the "2 barrel" heads had open combustion chambers and smaller valves and ports than the "4-barrel" heads. However, both have canted valves (like Chevy big-block), and even the 2V heads have pretty big ports. In 1970 the 351C-2V was factory rated at 250 HP. I removed the clunky solid fan from the water pump and installed an electric fan on the radiator. To make sure there was enough electrical power, I rebuilt the alternator with a high-output (90 amp) kit. 1970 Engine 351W/351C-2V 351C-4V 428 CJ** 428 CJ Ram Air** Engine Code H M Q R Horsepower@rpm 250@4600 300@5400 335@5200 335@5200 Torque@rpm 355@2600 380@3400 440@3400 440@3400 Bore x Stroke 4.000x3.500 4.000x3.500 4.130x3.984 4.130x3.984 Compression Ratio 9.5:1 11.0:1 10.6:1 10.6:1 ** SCJ (Super Cobra Jet) came with mandatory "Drag Pak" option #6 · Oct 18, 2006 Thanks Mark. Quick question with the 9.2 deck height compared with 9.5 did it have a higher compression ratio or a shorter stroke with a larger bore? I am googling everything I can find #7 · Oct 18, 2006 It did not have a 9.2 deck height. 1969 ~ 9.480 1970+ ~ 9.503 #8 · Oct 18, 2006 Timb - I have had a few of these, actually still have 4 left over.......... 69 if original is a 9.48" deck height, larger valves and intake ports than a regular 302, rail rockers, and everything else is about the same. If you keep these heads they will need hardened exhaust seats installed plus bronze guide liners or coils. The 69 was the only year for a 4 barrel intake, if it has a stock 4 barrel intake it also should have flat top pistons. IMHO - for 350-400HP on this car get good aftermarket heads, Performer RPM or Stealth intake, 600 carb, 225@050 cam (I would call Reed only for a Ford cam) and the Keith Black pistons. The aftermarket heads will allow proper stud mounted guide plate rockers. Also get a duraspark ignition and use the points cap if you want it to look stock. If you run headers you should narrow the centerlines of the cam, if stock manifolds then get a wider centerline. BTW - Its really easy to swap an AOD into that car for the serious cruises. #9 · Oct 18, 2006 Nick thanks for the info. On the auto the manual box was actually a plus for me although I might look into one of the 4 speeds that were optional in 69. I'm sure I'll be picking your brain some more once I finalize this deal. #10 · Oct 18, 2006 No problem. I have never seen a 3 speed manual Cougar but thats definately cool especially as a convertible. My good friend is a Cougar guru and actually owns a tranny shop now so I could always forward him whatever tranny questions you have. The 4 speed like a toploader is easy to install I would imagine since it is near the same chassis as the early Mustang so there are still parts out there. The 351 used an 11" clutch whereas the 289/302 used a 10 or 10.5" from what I remember so look for the 11" stuff IMHO. You might get off cheaper using a later model 5 speed conversion though as the toploader can be expensive to rebuild, the input shaft is expensive and wears quickly inside the case (synchro area) I remember my last toploader went from $150 for a rebuild kit to $900 in parts alone (tranny assembly done for free) #11 · Dec 3, 2006 some 351w heads dont flow well,due to erg passages no room for big valves Hi ,I put a 351 w in a 1968 cougar and pumped it up a bit,but unless you have the rare 4 bbl heads or expensive aftermarket ones it wont go much higher than 6000 rpm was my experince.Nice low end torque .BTW today I changed my blend door actuator on my bird I could not of done it with out your very helpful posts THANK YOU. old cougars rock ,sorry I sold mine Ca. smog wouldnt let me register it unless I made it stock after putting all my time and$ into it . #12 · Dec 3, 2006 3.03 3 speed The tranny is a ----SHOULD BE----- a model 3.03 3 speed. 3.03 is the distance between the mainshaft and cluster shaft. The also made a 2.02 model which was lighter, presumeably in the 6/s. The 3.03 was supposed to be a very strong tranny. Syncro 1st gear as well. If memory serves------, it had a 2.95 low gear ratio. Was the tranny in my "65" comet caliente w/289. I have not personally verified (by seeing one) , but it was supposedly used by the GM camp in their GTO's as the std manual tranny--4 speed (BW) was optional. I had a friend with a 67 GTO that said thats what was in his. This was, of course, after I ragged the hell out of him about the possibility The first GTO (64) I ever rode in brand-spankin-new was a 3 speed, but cant varify what brand it was. Insert Quotes Post Reply

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