<P> The original connecting rod beam (forging ID C9OE - A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular - head rod bolts mounted on broached shoulders . A number of fatigue failures were attributed to the machining of the part, so the bolt head area was spot - faced to retain metal in the critical area, requiring the use of' football head' bolts . In 1975, the beam forging (D6OE - AA) was updated with more metal in the bolt - head area . The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable . The rod cap forging remained the same on both units (part ID C9OE - A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE - A), the difference between the two parts was that the V6 and V8 units were machined in metric and SAE units, respectively . The cap featured a longer boss for balancing than the original design . </P> <P> The block underwent some changes since its inception . In 1971, deck height was extended from 9.480 in to 9.503 in (casting D1AE - 6015 - DA) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder - head design . In 1974, a boss was added on the front of the right cylinder bank to mount the air injection pump (casting D4AE - A). In 1974, the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting . These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear - sumped Mustang and LTD / Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein . In 1984, the rear main seal was changed from a two - piece component to a one - piece design . </P> <P> Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two - barrel carburetor or 290 hp (216 kW) with a four - barrel . When Ford switched to net power ratings in 1972, it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971 . Around 8.6 million 351W engines were manufactured between 1969 and 1996 at the Windsor Engine Plant Number One . </P> <P> During the 1990s, motor enthusiasts were modifying 351 Cleveland 2V cylinder heads (by rerouting the coolant exit from the block surfaces to the intake manifold surfaces) for use in the 351W, resulting in the Clevor (combining Cleveland and Windsor). This modification required the use of custom pistons by reason of differing combustion chamber terrain (canted valves vs. straight valves) and intake manifolds . This combination yielded the horsepower potential of the 351C with the ruggedness of the 351W small block and was possible because more 351C 2V cylinder heads were manufactured than the corresponding engine blocks (the 351M and 400 used the same head as the 351C 2V). </P>

How much horsepower does a 351 windsor have
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