Reply to "Winsor swap"

I'm nearing completion on a Windsor Swap. Jack is correct regarding the alternator and AC bracketry. It takes some doing. The flywheels do interchange and as Jack said, there are clearance issues with the ZF bellhousing. The other thing that will require some effort is routing the plumbing from the Windsor themostat housing. If you are using a Windsow style intake with an intregal t'stat housing, expect some interference problems with the bulkhead to the passenger compartment. I'd advise that you fabricate a custom steel tube that takes an immediate right turn towards the passenger side and then rearward towards the pressure tank. As an alternate, a standard Windsor t'stat housings that turns upward may work with either flex hose or some formed hose routed to the pressure tank. Jack's also right (as always) about the intake. You're looking at adapter plates and/or fabricating a remote housing for your thermostat if you are going to use Cleveland style heads. I have high port heads on my set up. There was an intake for the 9.5" deck with high port heads (Edelbrock M-9424-C351). It is an airgap intake with integral waterneck. Very rare, and expensive if you can find one (I looked for a year), and will protrude well above the engine screen if that bothers you, not to mention whether the intended rpm range for this intake matches very well with your engine set-up! It takes a fair amount of effort to do this right. I my opinion, it's only worth it if you're buildng a big displacement stroker. Windsor blocks don't require grinding for con-rod clearance even up to 427 CI. For street applications, I think the oiling issues with Clevelands have been blown out of proportion. If there's a knock on the Cleveland block, it's the thin cylinder walls. If you're building a race or very high rpm street engine, go with a solid lifters, cam and install the oil restrictor kits available for Clevelands. -My two cents.