Ford 351W vs Chevy 350: How the Small—Block V8s Stack Up

Ford 351W vs Chevy 350: How the Small-Block V8s Compare

Image: Ford 351W vs Chevy 350: How the Small-Block V8s Compare – Performance Comparison and Specifications

When it comes to American V8 legends, the Ford 351 Windsor (351W) and the Chevrolet 350 are two names that pop up in almost every classic‑car conversation. Both engines were born in the late 1960s, both share a 90‑degree V8 layout, and both have been churned out in everything from muscle‑car coupes to work trucks. Yet, despite their many similarities, there are subtle differences that can tip the balance for a builder, a restorer, or a weekend driver. In this article we’ll break down the design, performance, and price points of each engine, give you real‑world examples, and help you decide which small block might be the better fit for your project.

Design & Dimensions

Before you start swapping parts, it helps to know the physical envelope of each engine. The 351W and the 350 are almost identical in overall size, but a few millimeter‑level differences can affect fitment in tight bays.

Dimension	Ford 351W	Chevy 350
Block width	4.38 in (111 mm)	4.38 in (111 mm)
Block height	3.95 in (100 mm)	3.95 in (100 mm)
Deck height	9.5 in (241 mm)	9.5 in (241 mm)
Oil pan capacity	5.0 qt (4.7 L)	4.8 qt (4.5 L)

Both engines use a cast‑iron block and share the same bore‑stroke (4.00‑in × 3.68‑in for the 351W and 4.00‑in × 3.48‑in for the 350). The slight stroke difference explains why the 351W pushes a bit more displacement (351 ci vs 350 ci) while keeping the same overall packaging.

Feature Comparison

From valve train geometry to aftermarket support, the two engines have diverged over the decades. Below is a quick glance at the most relevant features for modern builds, including how they interact with newer tech like ADAS or turbo‑petrol setups.

Feature	Ford 351W	Chevy 350
Camshaft type	Over‑center hydraulic	Over‑center hydraulic
Rocker arm ratio	1.6:1 (stock)	1.7:1 (stock)
Oiling system	Full‑flow pressure pump	Full‑flow pressure pump
Aftermarket parts availability	Strong in performance‑shop circles, especially for “drag” blocks	Massive catalog, especially for street‑performance builds
Compatibility with modern forced induction	Widely used in turbo‑petrol conversions, especially in “Windsor‑turbo” kits	Common in supercharged and turbo kits; many factory‑rated turbo‑petrol models exist
Integration with ADAS‑ready platforms	Requires custom ECU work; many enthusiasts pair with standalone engine management	More off‑the‑shelf ECU solutions due to larger aftermarket

Engine Specifications

Below you’ll find the core performance numbers that most enthusiasts start with when comparing the two small blocks. Keep in mind that these figures can shift dramatically with modifications, but they give a solid baseline.

Spec	Ford 351W	Chevy 350
Displacement	351 ci (5.8 L)	350 ci (5.7 L)
Compression ratio (stock)	8.5:1	8.5:1
Horsepower (stock)	250 hp @ 5,200 rpm	255 hp @ 5,200 rpm
Torque (stock)	350 lb‑ft @ 3,200 rpm	350 lb‑ft @ 3,200 rpm
Redline	5,800 rpm	6,000 rpm
Fuel system (original)	Carbureted (Quadrajet)	Carbureted (Holley/Carburetor)
Typical aftermarket boost limit	≈ 15 psi (naturally aspirated)	≈ 18 psi (naturally aspirated)

Both engines respond well to modern fuel injection conversions, which can push the 351W into the 300–hp range and the 350 into the 320–hp range without sacrificing reliability. When paired with a turbo‑petrol system, many builders report 400+ hp from a 351W and 425+ hp from a 350.

Price Comparison

Budget is often the deciding factor. Prices fluctuate based on condition, provenance, and whether the block is short‑block, long‑block, or fully assembled.

Market	Ford 351W	Chevy 350
Crate engine (new, factory‑spec)	$4,200–$5,000	$3,800–$4,500
Used short block (good condition)	$1,200–$1,800	$1,000–$1,600
Complete restored motor (performance‑tuned)	$5,500–$7,200	$5,000–$6,800
Turbo‑petrol conversion kit	$2,200–$3,000	$2,000–$2,800

Overall, the Chevy 350 tends to be a few hundred dollars cheaper, mainly because of its massive production volume and deeper parts ecosystem. That said, the 351W can be a better value for a project that already has Ford‑based chassis or transmission components.

Real‑World Applications

To illustrate how the differences play out on the street, here are two short anecdotes from my own garage:

My 1970 “Bullitt” Mustang

I swapped the stock 302 for a 351W crate engine because the bell‑housing matched my existing transmission without any adapters. The feel of the torque curve felt a touch broader, especially in the 2,800–3,600 rpm range, which made highway passing feel effortless. I paired it with a standalone ECU that kept the engine ADAS‑compatible for my newer safety suite.

Restoring a 1971 Camaro SS

The Camaro came with a 350 from the factory, so I stayed stock and upgraded the heads to a classic “454” style. The result was a classic roar and a modest 15‑% power bump. The plentiful aftermarket for the 350 meant I could source a performance cam, a set of forged pistons, and a turbo‑petrol kit all from the same vendor, keeping the build timeline short.

Which Small Block Should You Choose?

If you’re building a vehicle that already uses a Ford transmission or you love the idea of a “Windsor‑turbo” setup, the 351W offers a slight displacement edge and a strong aftermarket for forced induction. If you’re after the widest possible parts list, a lower entry price, and a proven track record in both street and strip applications, the Chevy 350 is the safer bet.

In the end, both engines deliver that unmistakable V8 rumble, solid low‑end torque, and a platform that can be modernized with fuel injection, turbocharging, and even integration into ADAS‑ready chassis. Your choice will come down to the specifics of your chassis, budget, and personal preference for brand heritage.

FAQ

1. Can a 351W be swapped into a classic Camaro?: Yes, but you’ll need a custom motor mount and possibly a different transmission adapter. The bell‑housing pattern is not the same as the Chevy 350.
2. Which engine is more reliable under boost?: Both engines are robust, but the 350’s slightly shorter stroke gives it a marginally higher safe boost ceiling, especially when built with forged internals.
3. Are there factory‑rated turbo‑petrol versions of either engine?: Ford never produced a factory turbo‑petrol 351W, but many aftermarket kits emulate that setup. Chevrolet offered turbo‑petrol experiments in the 1980s, but today most turbo kits are aftermarket.
4. How do these engines pair with modern ADAS systems?: Both require a standalone or aftermarket ECU that can communicate with the vehicle’s CAN bus. The Chevy 350 benefits from a larger selection of plug‑and‑play solutions.
5. Which engine has a better aftermarket for street‑legal performance?: The Chevy 350 leads in sheer volume of street‑legal parts, but the 351W has a dedicated community, especially for drag‑strip and turbo builds.
6. What’s the typical fuel economy for a stock 351W?: Around 14–16 mpg (US) in a light truck, similar to the 350.
7. Can I run an automatic transmission with either engine?: Absolutely. Both engines were factory‑paired with automatics, and adapters are widely available for aftermarket boxes.
8. Which engine is easier to find in a “crate” form?: The Chevy 350 has more crate options from major manufacturers, though Ford’s 351W crate is also readily available.
9. Do both engines support modern fuel injection?: Yes. There are proven conversion kits for both that replace the carburetor with multi‑point or throttle‑body injection.
10. Which engine should I choose for a turbo‑petrol build?: Both are viable, but the 350’s larger aftermarket kit selection gives it a slight edge for a first‑time turbo‑petrol conversion.