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351 Windsor

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7.6K views 24 replies 13 participants last post by  FEDDO  
M
#1 ·
I'm helping a friend convert his 351W from points to HEI distributor. Believe the motor is from a 70's Torino. The distributor fits just fine in the intake, but the oil drive shaft (with the hex head) on the new distributor is smaller than the existing oil pump shaft that sits in the block. I've called everywhere and looked everywhere I can think of on line to find an answer with no luck. Does anyone know if they make a replacement shaft to fit an existing oil pump shaft? (I need the drive gear and the short shaft that it attaches to that slips onto to the distributor shaft) Also, that shaft just slides on and off with a key in the center of the shaft to hold on to while rotating. Should this piece be drilled and pinned? I was figuring it would be held in place when the distributor is set on top of it and bolted down.

Thanks!
Chris
 
J
#4 ·
A few years back (1996 or '97 I believe) I converted a 351W-PI to use in my 19' Cobalt BluWater that I'd blown the 302 from. I wanted to retain the Prestolite marine distrib. from the 302 for use on the 351 for safety (Coast Guard Approved) reasons, and had a machine shop make me a custom shaft (5/16 hex oilpump end to 1/4 hex distr.drive) and they only charged about $35 or $40 at that time). If you are unable to find other sourcing this might be an avenue to investigate, especially if local odd-lot job shops in your area might be slow, or if you have a machinist friend, that would be better yet. -Jim
 
M
#6 ·
Thanks!

Thanks all for your replies!! I'm a Chevy guy myself and this problem is why...Another question to ask since I started all this research, I was told that ALL ford oil pump shafts were the same size and I must be crazy if I think I have something differant...also, that no distributor was ever made where that shaft is in 2 pieces like I have...

Am I really crazy? I like the idea of converting the points distributor myself, sounds easier.

Also, trying to find the casting number, should be on the passenger side above the starter...I dont see it there. It's in a 54 coupe thats lowered so it's a B@#$TCH to get in there, any other numbers on this thing that I can cross over to get a better idea of what it is?

Thanks again!
Chris
 
M
#8 ·
You rock Bro!!!!

Feddo, (or anyone else that may know!!!)

Do you know where I can get a new slip on piece for the distributor that will interchange? I've tried summitt, jegs, mallory, pro-comp, all local parts stores, e-bay...you're about the first person that actually understands what part I'm looking for...

Thanks again Bro!!!
 
C
#12 ·
My first question is are you sure you have a 351W, or could it be a 351C?

There are major differences between the 2 engines.
351W
5 bolt valve covers
aluminum timing cover
thermostat mounts on the intake manifold

351C
8 bolt valve covers
flat steel plate timing cover
thermostat mounts in front of the intake manifold, on top of the block casting.

Regardless of which "351" you have, both use a 5/16" oil pump drive.

The "sliding" 'collar'(lock down ring) on the distributor is used to set the depth, of the distributor drive into the camshaft drive gear. Note; Both engines may use the same part # (MSD)distributor, hence the adjustable 'lock down ring'. This lock down ring should have set screws to lock it into position. If not call MSD Support, and ask them.
 
W
#13 ·
A Cleveland distributor is the same as a 400/429/460. I agree with the suggestion that you have a 289/302 one. I have one of those and while the lower part can be changed, it also is a different length( the dist.body). I would sell that to someone with a 289/302 and get the correct one or convert to a Duraspark. The 460 ones are plentiful and will drop into a 351C if that's what you have or the 351W, if that turns out to be the engine, is pretty widespread also.
 
M
#14 ·
carsavvycook said:
My first question is are you sure you have a 351W, or could it be a 351C?

There are major differences between the 2 engines.
351W
5 bolt valve covers
aluminum timing cover
thermostat mounts on the intake manifold

351C
8 bolt valve covers
flat steel plate timing cover
thermostat mounts in front of the intake manifold, on top of the block casting.

Regardless of which "351" you have, both use a 5/16" oil pump drive.

The "sliding" 'collar'(lock down ring) on the distributor is used to set the depth, of the distributor drive into the camshaft drive gear. Note; Both engines may use the same part # (MSD)distributor, hence the adjustable 'lock down ring'. This lock down ring should have set screws to lock it into position. If not call MSD Support, and ask them.
Click to expand...

It is a Windsor engine...trying to find the "right" distributor on e-bay now. Thats where my buddy bought this one from and the guy told him it was for a 351, but apparently thats not the case. Waiting for some replies to verify the shaft size now, before I have him buy it.

I've got TDC set right now on the motor while I wait for the new distributor, anyone have any good tips/tricks in setting the timing or preferances to make this run smooth?

Thanks!
Chris :pimp:
 
M
#16 ·
Got the right one!!

Ok, Update here, got the new distributor in yesterday, it's the new version where all the top parts actually interchange with a Chevy HEI, it fits, no issues, ready to rock. The only manual I have for this motor is for points. I cant remember the exact firing order without the book in front of me, but for my piece of mind with a Chevy engine, I'd just set TDC (which I've already done on this engine) drop the distributor in with the rotor pointing at #1 cylinder, plug in the wires and away I go...

If I read the manual right on this one, #1 is always pointed opposite from the #1 cylinder on these motors. Where should I set #1 on the new distributor? Anyone done this before? Does the firing order change at all with the new HEI?
 
C
#17 ·
mmcs said:
Ok, Update here, got the new distributor in yesterday, it's the new version where all the top parts actually interchange with a Chevy HEI, it fits, no issues, ready to rock. The only manual I have for this motor is for points. I cant remember the exact firing order without the book in front of me, but for my piece of mind with a Chevy engine, I'd just set TDC (which I've already done on this engine) drop the distributor in with the rotor pointing at #1 cylinder, plug in the wires and away I go...

If I read the manual right on this one, #1 is always pointed opposite from the #1 cylinder on these motors. Where should I set #1 on the new distributor? Anyone done this before? Does the firing order change at all with the new HEI?
Click to expand...
#1 is usually close to the 12 o'clock position(looking from in front of the grill). The firing order on a 351W is 1-3-7-2-6-5-4-8, counter clockwise rotation.

The firing order will not change using that distributor.
 
C
#19 ·
mmcs said:
If I read the manual right on this one, #1 is always pointed opposite from the #1 cylinder on these motors. Where should I set #1 on the new distributor? Anyone done this before? Does the firing order change at all with the new HEI?
Click to expand...
There were some distributors that the firing order was different on. The way to tell this is to look at the underside of the cap. If it has a 'smooth' finish the wires go on in the firing order.

If it has 'cross cap paths' the wires go on in this order 1-7-6-4-3-2-5-8 counter clockwise.
 
M
#21 ·
carsavvycook said:
Is it computer controlled?
Click to expand...
Nope, no computer...

Different question. I just put a Barry Grant Demon 750 on there, first time using one, brand new right out of the box. The throttle linkage is stiff and with the pedal hooked up, will not return to close. I have not installed a throttle return spring yet, just seems a bit unusual to me. My Holley on my truck didnt do that. The throttle is not jamming or binding, operates smooth, just a bit tight and wont return on it' s own. should I worry about that or not? I'm going to put a spring on it after I finish the distr anyway, but juts want to check and see of anyone else has had that problem.
 
R
#23 ·
how many degree's of centrifugal are in the dist you just bought tells you what the base *'s (max) can be....

start with just 6* base and read the total timing at 3500+ to tell how much cent there is....EX: 32* total minus 6* base=26* worth of cent and kinda typical for a stock Ford dist cent advance....

most HEI's are only 20-22* worth of cent so you can use more base timing....

best base and total values depends on the motor build details (cam/CR/etc)
 
O
#24 ·
on the distrubter

make sure the know the year of the block,I converted my motor from points to hei and i kept getting the same problem and when i ran the block casting numbers i finally got the right one.TDC on the compression stroke and when you drop the dist. get the rotor as close to #1 plug wire as you can so you will have some play to advance or retard the timing depending on the motor and what you have in it.
 
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