5.0 Mustang & Super Fords
408 Windsor-Cleveland Engine Build - Hot In Cleveland
Building Trick Flow Cleveland heat atop a Coast High 408 Windsor
Horse Sense: Since 5.0 Mustang & Super Fords’ inception back in 1993, one of the magazine’s primary technical goals has been to provide comprehensive, in-depth information about any and all of the latest products and improvement concepts produced for late-model Mustangs. With all things being considered, we think we do a more-than-admirable job of meeting this goal each month. However, the latest wave of “new” Mustangs certainly has made the task a lot more challenging.
Exploring the performance avenues for the latest 5.0 and hopefully assembling a killer Coyote to slide between the fenders of a future project ’Stang, definitely is one of our long-term goals. However, on the pushrod (remember those?) side of Mustang engines, we continue to experiment with different combos. We like to try everything from bolting budget-minded H/C/I top-halves on stockers to building radical small-block Fords. From the blown, 353ci monster that powers our ’86 T-top coupe to the nitrous-injected, Cleveland-headed 342-cubed bullet that powers Boss 340, we love a hot Ford small-block.
Most of our advanced coverage of pushrod-5.0-based engines focuses primarily on the popular 347 stroker. Over the years these have become a standard upgrade engine for enthusiasts who want more horsepower and torque for their naturally aspirated or power-adder street/strip Ponies. In an 8.2-inch-deck block the 347 is a tried-and-true setup that’s capable of surpassing 470 hp and 430 lb-ft of torque at the crank. As we’ve learned in past builds, a bigger bore gets you more power, as today’s aftermarket blocks can easily exceed the standard displacement of 9.5-deck Windsor powerplants (351 ci).
Because of the popularity of the 8.2-deck 347, building 9.5-deck engines for ’86-’93 ’Stangs has not been overwhelmingly popular, even though exchanging a first-gen 5.0 with the larger bullet is relatively easy. Swap kits that include headers, oil pans, and accessories brackets are available, and such pieces as the OEM engine mounts, timing cover, water pump, and accessories (power steering; air conditioning) are all reuseable. One thing that has been a drawback to the fuel-injected 302-351 swap becoming more popular is the limited number of direct-replacement, bolt-on, EFI intake manifolds that are available for street/’strip, Windsor-based engines.
While we can’t say Trick Flow’s R-Series 5.8-liter intake (PN TFS-515000006) is the only player in the injected-Windsor- manifold game, we do know that the upper/lower package definitely ranks as being one of the best, especially when paired with Trick Flow’s Twisted Wedge cylinder heads.
For all intents and purposes, this effort is a redux of a Trick Flow-topped 408. However, we’re assembling this big-cube screamer with something special—Trick Flow’s PowerPort 225 351 Cleveland cylinder heads (PN TFS-5160T005-C01; $2,749.95), and a new EFI intake manifold that takes all the drama out of installing the canted-valve castings on 9.5-deck Windsor blocks.
In this venture into the land of bigger cubes, we’re finally taking a big step outside the proverbial box for Fox-body street strokers (of 331 and 347ci displacements). This is an effort that we blame fully on the Coyote 5.0. It’s now time for making bold moves with first-gen Mustang engines, and this build demonstrates how easy creating a 351 Clevor for your Fox ’Stang has become, thanks to the folks at Trick Flow, Ford Racing Performance Parts, and Coast High Performance.