We recently installed a Ford Racing Z460 Windsor engine in a beater Bronco after the old 351 started fogging oil mist all over the car behind us. Sorry, dude. And you can’t bolt leaky accessories onto a twinkling, new engine, right? This solution adds the coveted leak-free and reliable GM Type II power-steering pump, awesome cog drives to eliminate belt slip, and it’s all handmade to fit by Alistair Miller at Millerspeed in Hermosa Beach, California.
Here is the factory front-engine accessory drive (FEAD) on the original 351W. The Ford stuff is notorious for leaking and whining, so someone had swapped it for the early cast-iron GM pump with a stamped-steel reservoir. It’s still not a great system, and uggo as well. We traded it for an aluminum, late-model Corvette pump and custom CNC-machined billet reservoir. Beautiful—and it doesn’t leak.For $1,095 you get the 1-inch cog-drive pulleys, a pair of V-belt power-steering drive pulleys, billet alternator and PS brackets, billet alternator fan, custom-valved aluminum power-steering pump with integral billet reservoir, and real stainless-steel hardware that won’t corrode.We chose the Power Master 150-amp alternator in a fit of overkill. It is a true one-wire unit, meaning we only had to run a single wire from the battery to the 12-volt lug on the back of the alternator. Everything else is internal.The 1-inch cog drive 8mm (HTD-style) pulley eliminates the need to over-tighten the belt on high-amperage alternators like this one.Ford introduced the 351 Windsor in 1969. All small-block Windsors (260-289-302-351) until midyear 1969 had a passenger-side inlet water pump (pumps draw cool water from the bottom of the radiator), combined with a three-bolt harmonic balancer. The midyear change moved the water-pump inlet to the driver side and the harmonic balancer changed to a 0.950-inch-longer, four-bolt style. When using an aftermarket universal-style balancer with a dual-bolt pattern (like this one from Ford Racing), a spacer is required to get the correct length for 1970-and-later applications. In our case, the Ford Racing double-roller timing chain sprocket is also 0.041 thicker than stock, requiring a 0.909-inch spacer.The reservoir uses -6 AN fittings on the pressure and return side, so you can use nice braided stainless steel or black-out hoses instead of rubber.We used the 1-inch cog drive because the 351 was a tight fit in a 1975 Bronco. The design of the pulleys produce a noticeable whine right before the transmission shifts to the next gear. The 2-inch version whines like a supercharger.The Ford Racing 351 is neutral balance, meaning there are no weights on the flywheel or balancer. To match the balance of the engine, we used a Performance Automatic flexplate and a 2,400-rpm stall-speed converter to match the requirements of the 240/252 Lunati Bootlegger camshaft. The combo makes 604 hp on the dyno.
