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The Cleveland clutch system will not only work, its required since you'll be using the same tight-fitting bellhousing, so a pressure plate with no bob-weights is still needed. I think the flywheels also interchange. The Cleveland headers won't fit unless you adapt 351C heads onto the Windsor block (fairly easy swap) to make what used to be called a 'Street-Boss'. This will also call for intake adapters or a custom intake. Biggest problem will be the Pantera-style bracketry in front of the Windsor for the alternator & A/C compressor, and do NOT forget a 10-qt oil pan for the Windsor block. Just because the 351W theoretically has slightly better oiling than the 351C, it still desperately needs a fully baffled, extra capacity pan in a Pantera.
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.
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