Thom

Pre xflow (xy-xb) or iron head xflow is what you need you need to make sure its similar size to the original one from the car unless you've changed diff gears, ford used different diameter water pump pulleys on cars that had 3.0-2.77 from cars that had 3.23-3.5 to change the water pump speed depending engine rpm at highway speed, taller ratios spin the water pump slower (because the engine rpm is much lower with tall diffs) so the water pump doesn't cavitate due to spinning too fast

Standard 5.0l diff ratio throughout all e series was 3.23, btr and t5 have the same od ratio (.68) v8 falcons, fairmont, fairlane and xr8 rarely had an lsd unless it was optioned that way series 2 el xr8 is the exception as the standard dif was 3.45 lsd, other 5.0l cars that came with 3.45 lsd standard were eb gt, ed sprint and el gt, e series didn't run a very large range of ratios (eb to el, most of ea also had 2.77 as they had bw 40 instead of btr 4 speed) 3.08 being the tallest and 3.45 being the lowest in the middle was mostly 3.23 but I have seen some 3.27, based on a standard height tyre 205 65 15 (this is just from memory so may be a little off)
3.08@ 100kph= 1700rpm
3.23/3.27@100kph= 2000rpm
3.45@ 100kph= 2200rpm
9 times our of 10 swapping to 3.45 in any e series (6 cyl or v8) would usually yield better fuel economy than the other ratios

On that subject.... I went through this whole T5 to V8 thing a few years back, the problem is that there was no factory T5/V8 combo until the E-series came out, which has a deeper bellhousing by 16mm and longer input to suit. So you need to know what T5 will bolt to the bellhousing you're getting and also what tooth count your flywheel will need to be to match it (157 or 164). The flywheel needs to be a later (post-82) 50oz imbalance vs the earlier 28oz.
 
I ended up using the 6 cyl T5 out of my EA/EF which has the same input shaft length as X and E-series 6s and the older, pre-XF V8s, (ie T5, Toploader and single rail). I used an old Toploader iron bellhousing modified to suit the T5 bolt pattern, which was to suit the 164 tooth Clevo flywheel. It works, nothing broken yet.
 
If your bellhousing is the shorter input type, ie to suit the 6 cylinder T5s, I'd advise to use the EB2-ED ratio box with the 3.25 1st gear. Mine is shorter at 3.50 and it's a bit too short for my liking. The EB/ED boxes also have a taller 5th gear.
 
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Victory is mine!!!
 
Picked up a 3.23 LSD disc brake diff with the leaf springs etc. out of an XH for $600,,,,,,, and it comes with a free panelvan attached to it 😛

Good ones are starting to pull into the $500 ish range if they are proved to be a good runner, especially if its motor and box, early falcons are really popular right now, at least the pre crossflows can be made to sound pretty good with a dual exhaust (if you do go that route then you'd be able to keep most of the same exhaust with the windsor) its all because of the shared centre exhaust port combined with a set of split headers makes them sound good, you can pick up power by putting a divider in that port but then they sound exactly like a crossflow, here's a couple of videos of pre xflow's with dual exhaust

There's alot to go through here and I'm guaranteed to miss something but the short answer is using a 6 cylinder t5 and a crs or modified 4 speed bellhousing will put the shifter through the stock hole in the floor, a factory xf t5 (or modified single rail) crossmember will work and a stock single rail (assuming stock diff) tailshaft will work, off the shelf headers will work too (factory eb-au ones are garbage and will interfere with a right hand starter
 
Windsors and Cleveland's have the same engine mounts and bellhousing pattern and their relationship to each other is the same for both engines, a Cleveland has a taller deck height and physically larger heads making a Cleveland taller and wider than a 302 Windsor bust slightly narrower than a 351 windsor ( 302 Windsor 8.2 inch deck height, Cleveland deck height 9.2 inches, 351 Windsor 9.5 inch deck height
 
The path of least resistance for what you want to do would be to use a 6 cyl t5 (preferably e series falcon) and a crs or modified stock bellhousing (you will have to get a flywheel to suit, make sure it is one that has a 50oz balance to suit the roller windsor, a stock or upgraded e series t5 clutch will work) with one of their trans mounts (or make your own) the rest of the stock driveline should work
 

Offenhouser still makes this

It bolts to the original carb location and you drill 2 more holes then clamp the ends down

Standard 5.0l diff ratio throughout all e series was 3.23, btr and t5 have the same od ratio (.68) v8 falcons, fairmont, fairlane and xr8 rarely had an lsd unless it was optioned that way series 2 el xr8 is the exception as the standard dif was 3.45 lsd, other 5.0l cars that came with 3.45 lsd standard were eb gt, ed sprint and el gt, e series didn't run a very large range of ratios (eb to el, most of ea also had 2.77 as they had bw 40 instead of btr 4 speed) 3.08 being the tallest and 3.45 being the lowest in the middle was mostly 3.23 but I have seen some 3.27, based on a standard height tyre 205 65 15 (this is just from memory so may be a little off)
3.08@ 100kph= 1700rpm
3.23/3.27@100kph= 2000rpm
3.45@ 100kph= 2200rpm
9 times our of 10 swapping to 3.45 in any e series (6 cyl or v8) would usually yield better fuel economy than the other ratios

Standard 5.0l diff ratio throughout all e series was 3.23, btr and t5 have the same od ratio (.68) v8 falcons, fairmont, fairlane and xr8 rarely had an lsd unless it was optioned that way series 2 el xr8 is the exception as the standard dif was 3.45 lsd, other 5.0l cars that came with 3.45 lsd standard were eb gt, ed sprint and el gt, e series didn't run a very large range of ratios (eb to el, most of ea also had 2.77 as they had bw 40 instead of btr 4 speed) 3.08 being the tallest and 3.45 being the lowest in the middle was mostly 3.23 but I have seen some 3.27, based on a standard height tyre 205 65 15 (this is just from memory so may be a little off)
3.08@ 100kph= 1700rpm
3.23/3.27@100kph= 2000rpm
3.45@ 100kph= 2200rpm
9 times our of 10 swapping to 3.45 in any e series (6 cyl or v8) would usually yield better fuel economy than the other ratios

The XR8 EB ran 3.23 (XR6 had 3.45) 
bloke i worked with fitted the 3.45 to his XR8 and said it was much better all round. 
I have a mate with a 3.45 auto 5 litre in EF and it's still cruisy and goes ok
depends what you are doing with it really. 
 
having the 5litre if it's got stock heads, they are not rocket ships, a GOOD mild crossflow would be on par or better performance wise. but the sound is what you want mainly. 
 
so I'd go 3.23 or 3.45 there's not much difference between the 2. in overdrive they'd be around 2000rpm at 100km in 5th for 3.23 and 2200 ish for 3.45 but you will get better take off with those two ratios than anything taller and if you used the auto it would probably be happier (manual might be happy with 3.08 ish) 
 
 
 

Good ones are starting to pull into the $500 ish range if they are proved to be a good runner, especially if its motor and box, early falcons are really popular right now, at least the pre crossflows can be made to sound pretty good with a dual exhaust (if you do go that route then you'd be able to keep most of the same exhaust with the windsor) its all because of the shared centre exhaust port combined with a set of split headers makes them sound good, you can pick up power by putting a divider in that port but then they sound exactly like a crossflow, here's a couple of videos of pre xflow's with dual exhaust

Good ones are starting to pull into the $500 ish range if they are proved to be a good runner, especially if its motor and box, early falcons are really popular right now, at least the pre crossflows can be made to sound pretty good with a dual exhaust (if you do go that route then you'd be able to keep most of the same exhaust with the windsor) its all because of the shared centre exhaust port combined with a set of split headers makes them sound good, you can pick up power by putting a divider in that port but then they sound exactly like a crossflow, here's a couple of videos of pre xflow's with dual exhaust

yeah that's getting up there.  
@Thom might know if there's any demand for one,. be better than a 144 or something in an XK or similar and seeing it's reasonable fresh it might have some value
 

The last one I did i basically just neatened up the castings in the exhaust ports and concentrated on the bowl area/cleaning up reshaping the guides, I think I only spent about 1/2 an hour on each port, woke it up though, I wish I still has pics of the 170 head I ported for my old xp, these pics are from the 250 head I milled the carb flange off and made a 2 barrel holley adapter

The last one I did i basically just neatened up the castings in the exhaust ports and concentrated on the bowl area/cleaning up reshaping the guides, I think I only spent about 1/2 an hour on each port, woke it up though, I wish I still has pics of the 170 head I ported for my old xp, these pics are from the 250 head I milled the carb flange off and made a 2 barrel holley adapter

The last one I did i basically just neatened up the castings in the exhaust ports and concentrated on the bowl area/cleaning up reshaping the guides, I think I only spent about 1/2 an hour on each port, woke it up though, I wish I still has pics of the 170 head I ported for my old xp, these pics are from the 250 head I milled the carb flange off and made a 2 barrel holley adapter

So, after a coupla days on the couch with the Rona, I got back out into the shed, and finished stripping the big block 170.  Crank out, cam out, wash and degrease, kissed the lifter bores with a brake hone, and ran the 3 prong hone down the cylinders. 
Angry face...!!  Punched out the little welshy, found the last one behind it.!  
 
 
 
Cyl 3 looks like it had a water leak, or was just sitting for years with the valves open.
 
 
Look at the dodgy castings from the Sixties.. Didn't even make it a SQUARE..!    Held the gasket up and there ain't much you can do about this. The casting on the back is cut back at 45*, and you easily grind through, and 'cos this is a log manifold, the whole head then goes in the bin.
 
 
All the bits, from the guts of the engine, set out with typical ADHD fashion...
 
 
Cylinder 5 had a piece of piston ring, or a chipped valve, piece of gravel bouncing around inside. There's some damage to the piston, and the head. Nothing too serious.
 
 
.......now to make a valve spring compressor.
 

best way to sound awesome like a VT V8 is sell the ford and buy one. 
 
best sounding BA 6s i've heard have been stock, because they sound awful with a loud exhaust, I'm another fan of keeping a ghia completely original.  you don't want it looking or sounding like a P plater car.. unless you are looking to make bogan friends or police attention.. save your money for more important things
 
the sohc 4.0 from EA to AU sound better especially with a different cam.

Offenhouser still makes this

It bolts to the original carb location and you drill 2 more holes then clamp the ends down

I know someone who can do those sort of things, but I'm probably a bit far away

Sounds like it will come up quite reasonably with mostly elbow grease and a handful of parts

A couple of more pics i found on the net
 

Offenhouser still makes this

It bolts to the original carb location and you drill 2 more holes then clamp the ends down

Offenhouser still makes this

It bolts to the original carb location and you drill 2 more holes then clamp the ends down

A couple of more pics i found on the net