78 351W torque?
#1
#6
#7
Trending Topics
#8
#9
In 1978, there were 3 emissions classes - California, 49 state under 6000, and 49 state over 6000.
Did a bit more looking - the 351M never had a factory 4 barrel but there are a lot of aftermarket 4 barrel manifolds out there. I did find that the 351M for the car and truck were built differently - from Wikipedia, Ford 335 Engine:
It's possible you may have had a 351W, but if you did, it was swapped in and yours may have had a 302 from the factory, a 351W is a direct swap. The 351M had the big block bellhousing pattern, the 351W had the Windsor pattern as did the 302.
Did a bit more looking - the 351M never had a factory 4 barrel but there are a lot of aftermarket 4 barrel manifolds out there. I did find that the 351M for the car and truck were built differently - from Wikipedia, Ford 335 Engine:
Light truck usage[edit]
For the 1977 model year, Ford replaced its FE big-block 360 and 390 engines in its light truck line with its new 351M and 400 engines. For light-truck use, a manual tranmission could be ordered for the first time with these engines. As a result the block was strengthened in the main bearing supports, in particular the #3 support to better handle the loads imparted by the clutch. The truck engines had unique parts including pistons for different compression ratios from the car engines, truck specific intake and exhaust manifolds, camshaft with more lift, and timing set that did not retard the camshaft timing. The strengthened engine block was introduced to the Ford cars for the 1978 model year.[20]
For the 1977 model year, Ford replaced its FE big-block 360 and 390 engines in its light truck line with its new 351M and 400 engines. For light-truck use, a manual tranmission could be ordered for the first time with these engines. As a result the block was strengthened in the main bearing supports, in particular the #3 support to better handle the loads imparted by the clutch. The truck engines had unique parts including pistons for different compression ratios from the car engines, truck specific intake and exhaust manifolds, camshaft with more lift, and timing set that did not retard the camshaft timing. The strengthened engine block was introduced to the Ford cars for the 1978 model year.[20]
Replacement[edit]
The 351M and 400 were last offered in a Ford passenger car in 1979. They remained available in Ford light-trucks until 1982. Reduced demand for larger engines due to tightening CAFE regulations led to the abandonment of the 351M/400 and the Cleveland production line. By 1980, mid-sized V8's had disappeared from the option list for almost all Ford cars. Only the fullsize panther platform Fords had anything larger than 302 ci available, and this need was filled with the 351W. With low demand for engines in the size range of the 351M/400, the 335-series V8's no longer had a need to be produced.
In addition, there were difficulties adapting the M-block to the second generation of emissions controls. Unlike previous Ford engines, Thermactor and exhaust gas recirculation features had already been built into the 351M and 400 engine, rendering adaptation to electronic feedback fuel/air systems difficult.[29] One requirement of the second-generation equipment was an oxygen (O2) sensor in the exhaust, which had to be placed before the Thermactor air was added. Since Thermactor air was injected right into the block's exhaust ports in the M-block, there was nowhere for the O2 sensor to go.
The 351M and 400 were last offered in a Ford passenger car in 1979. They remained available in Ford light-trucks until 1982. Reduced demand for larger engines due to tightening CAFE regulations led to the abandonment of the 351M/400 and the Cleveland production line. By 1980, mid-sized V8's had disappeared from the option list for almost all Ford cars. Only the fullsize panther platform Fords had anything larger than 302 ci available, and this need was filled with the 351W. With low demand for engines in the size range of the 351M/400, the 335-series V8's no longer had a need to be produced.
In addition, there were difficulties adapting the M-block to the second generation of emissions controls. Unlike previous Ford engines, Thermactor and exhaust gas recirculation features had already been built into the 351M and 400 engine, rendering adaptation to electronic feedback fuel/air systems difficult.[29] One requirement of the second-generation equipment was an oxygen (O2) sensor in the exhaust, which had to be placed before the Thermactor air was added. Since Thermactor air was injected right into the block's exhaust ports in the M-block, there was nowhere for the O2 sensor to go.
Last edited by glc; 02-27-2015 at 03:36 PM.
#10
My uncle bought it awhile ago, don't know when but it was before 100k. He had it rebuilt at around 100k and gave it to my grandfather when he joined the army. My grandpa had it until 255k total miles and then I had it until 275k then my brother's father in law had it til over 300k which is when the frame broke. I think he said it had 305k on it. All I know is it was numbers matching everything except a 75 grille (no idea why) and was told it was a 351W by my grandfather. I never actually looked up the vin Before my uncle had it, it was a logging truck in Oklahoma. My uncle was 2nd owner. The original bed rusted out and my grandfather used it as a pull behind for his tractor after reinforcing it and put a wooden bed on it. He knew just about everything about that truck. I don't have the vin anymore and only have one picture of the engine tho it doesn't show much other than the air filter assembly.
#12
2 things to look for in your pic - the 351W uses the narrow 302 6 bolt valve covers, the 351M used the wide 351C 8 bolt valve covers. The thermostat housing on the 351W is on the front of the intake manifold pointing forward, on the 351M it's on the block pointing up.
Your pic is too small for me to make out enough detail to positively tell anything.
Your pic is too small for me to make out enough detail to positively tell anything.
Last edited by glc; 02-27-2015 at 05:23 PM.