Supercharger for 1978 ThunderBird

Recently, a few weeks ago I bought a 1978 Ford ThunderBird. It's in almost perfect condition. It has a 351ci V8. Im 99.9% sure its a Windsor. I know this might not nessasarily belong in this section considering many people might not categorize it as a true muscle car. I was wondering if anyone knew of a supercharger for it or even possibly some alternative way of gaining a decent amount of horsepower and torque. If anyone can give me some advice I will be forever greatful.

Thanks so much,
The Newblet

Supercharge a 78 thunderbird? :uhoh: If i recall right those are as big as the lincons back then. It is a windsor, I'm sure the motor has a lot of stuff as it is holding back horse power for better gas milage as it is. I say just get headers and flowmasters and you'd be fine. :wink:

I've got a 76 thunderbird with a 351 windsor and it's got 2 mufflers and 4 cats on the exust with exust manufolds... You'll probly get 15-25 hp with flowmasters and headers.

One days those T-birds will be collectible, but they made more then half a million of them so they are common.
From a collector point of view, they are a fine example of disco pimpmobile excess of the 70's so it's a good find and worth keeping.

It's a 351 windsor in there, (with 144 hp and 271 ft-lbs torque) so its easy to modify, and responds very well to the traditional mods.
A super charger won't help too much due to restrictions in the intake and exhaust systems.

You can get an easy 225 hp just with headers, dual exhaust, a dual plane performance intake manifold and a performance 4 bbl carb (Holley or Edelbrock)

You can pick up another 50-75 hp with aftermarket cyl heads and a camshaft. At that point you have hit the strength limit for a garden variety 351 bottom end.

There are MANY manufacturers that make performance parts for these engines. The key is to match the various parts used. Start with the exhaust first.

Before you start buying parts, be CERTAIN it's a Windsor. In '78 and '79, there were a large number of T-birds with 351M/400 engines. One thing is sure, it's NOT a Cleveland (unless the car has been modified).

Before you start buying parts, be CERTAIN it's a Windsor. In '78 and '79, there were a large number of T-birds with 351M/400 engines. One thing is sure, it's NOT a Cleveland (unless the car has been modified).
Thats a good point and one I omitted. My books show a 351 M was installed in T-Birds as well as a 351W. (But no 400's in T-Birds for 1978. )
The Windsor motor is a tall deck 302 with larger crank bearings and thicker head bolts.
The 351M is quite different. The M stands for 'modified'. When the 351 Cleveland engine went out of production, (which was an error, but thats a different story) the Windsor plant could not produce enough engines.

Ford needed another engine plant to make 351's. Ford put the 351 Windsor crank in the 400 engine block, This resulted in 351 cid, so the 400 engine plant could now make 351 engines.

The 351 M block is taller, wider and heavier than a 351W. There are few performance parts for the 351M and 400's.

HOWEVER, if you do have a 351M, a 429 or 460 will bolt in!!

One days those T-birds will be collectible, but they made more then half a million of them so they are common.
From a collector point of view, they are a fine example of disco pimpmobile excess of the 70's so it's a good find and worth keeping.

It's a 351 windsor in there, (with 144 hp and 271 ft-lbs torque) so its easy to modify, and responds very well to the traditional mods.
A super charger won't help too much due to restrictions in the intake and exhaust systems.

You can get an easy 225 hp just with headers, dual exhaust, a dual plane performance intake manifold and a performance 4 bbl carb (Holley or Edelbrock)

You can pick up another 50-75 hp with aftermarket cyl heads and a camshaft. At that point you have hit the strength limit for a garden variety 351 bottom end.

There are MANY manufacturers that make performance parts for these engines. The key is to match the various parts used. Start with the exhaust first.

Thanks for the help MagicRat, that makes sence, Ive been actually saving for the dual exhaust first anyways considering right now it only has a single and id liek to hear it sound alittle bit more muscular :smile:. Im sure thats a big point where its power is being limited. What do you think about the supercharger after i add the new exhaust, intake, and headers?

Yeah i know its not like the most rare car or anything, i just really dislike imports and im going to school (only 19) so I dont have the funds for a Chevelle. No offense to anyone who like imports.

Thanks for the help MagicRat, that makes sence, Ive been actually saving for the dual exhaust first anyways considering right now it only has a single and id liek to hear it sound alittle bit more muscular :smile:. Im sure thats a big point where its power is being limited. What do you think about the supercharger after i add the new exhaust, intake, and headers?

At that time, a supercharger would be fine, although you may be happy with the basic mods, as is.

One of those belt driven centrifugal blowers, like a Paxton would be fine, (A GMC 6-71 huffer would really stress the bottom end. :) )especially since the engine is already fairly low compression.

At that time, a supercharger would be fine, although you may be happy with the basic mods, as is.

One of those belt driven centrifugal blowers, like a Paxton would be fine, (A GMC 6-71 huffer would really stress the bottom end. :) )especially since the engine is already fairly low compression.

Hey sorry for all the questions MagicRat, I promise this is the last one. I was totally wrong saying it was a Windsor, thats just what my boss said, wont listen to him anymore. On the eninge its says 351M/400 next to engine family.soo im assuiming its a 351M. So basically im screwed. Any ideas short of replacing the engine?

Its sucks to becuase i found a book at Borders on modifing Windsors..

There is still a lot you can do to this engine.

Edelbrock and Holley both sell (or used to) aluminum dual plane intake manifolds. Add a Holley or Edelbrock 600 to 700 cfm 4 barrel carb, too.

Headers.......if no one makes a set for your car,.................most headers are probably going to be for a pick up truck application which may not fit your car, but a set for a Ford Ranchero should fit your car.

If not, dual exhaust using the stock manifolds is better than nothing. If you can score a set of 351 Cleveland exhaust manifolds, they will bolt right on and are better than stock.

The hot ticket here is cylinder heads.
Try to locate a set of 351 Cleveland heads. They are a huge improvement on what you have, with much better flow and slightly higher compression, and will bolt right on. These came in 2 barrel and 4 barrel versions.

The 2 barrel type are cheaper to get these days (but still expensive) and are good for stock or mild camshafts. The 4 barrel heads have huge valves and are great for high revving engines with big cams. They are also very expensive these days. However, with a stock or mild cam, the 2 barrel heads are actually better.

As for camshafts, the 351 Cleveland cam will bolt right in, so there are many aftermarket performance camshafts available

With one exception, everything MR says is correct. 2-bbl. Cleveland heads are no better than 351M/400 heads. In fact, 351M and 400 heads ARE Cleveland 2-bbls. (D5AE, the last itteration of 351C)
And all the valve train parts for Cleveland fit it as well, except the pushrods (need to be longer due to the taller deck). Screw-in studs are required to convert it to "adjustable".
Unfortunately, the intakes available only fit the 2-bbl. heads. There are adapter plates available, not unlike BBC and B/RB MOPAR, to make the Cleveland intakes fit the tall deck blocks. That makes virtually EVERYTHING of importance fit.
Lots of performance potential with Midland (351M/400). More, as alluded to by MR, with the Lima engine (429/460). "Bolt right in" is a bit optimistic, but it is an easy swap. The transmssion bell housing is the same pattern. The torque converter also fits. The flexplate is different. The brackets for A/C, P/S, ertc. are different.
Few engines of any make offer the potential of the 460 Ford. Good stuff!