Thom

I don't know, I've never come across a V8 flywheel to check

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
 

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
 

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
 

We did it years ago     The old RDP ute , Factory clevo block from the wreckers ,  C302B heads , 2 x 88mm Turbos  1273 RWHP . It went on to run 8.50 
That factory block never let us down . And i can verify it was every bit a factory clevo block..  Was grouted to welch plugs . The only thing in the block was some fretting of the main caps @ 8200 rpm  
 
That same day I got to take  that car ontrack for powercruise . It was fast  
 
1273rwhp Ford BA Xr8 Ute by RDP Motorsport USA - YouTube
 
Ford Ba XR8 Twin Turbo Ute at the Drags Testing Built by RDP Motorsport - YouTube
 
Twin Turbo Ford XR8 Ute by RDP Motorsport - YouTube

just about everybody here on the gold coast is in the tourism trade,its 28 deg here atm and just had that mega storm go thru ,also buying a fridge today just as a spare 2nd hand one,she said just put it in the garage,before i bought it i made sure a borg warner centre would fit in the freezer to shrink it a few thou cause dont have a spreader.

my oil filter thing came from the usa ,says suits 335 series and big block ,this is going on my 400 ,couldnt find any company here that does them ,also has a big allen key hex to screw it in,im also back at work ,i got my old job back i started on monday and things are looking up,now i can think about a roller cam and spend a bit more where it is needed.

It should bolt on, I can't remember if there's any oiling differences in the early pre xflow's compared to the xt and later engines, but comparing head gaskets should be able to tell you pretty fast, there is one downside if it does all work, you will find a decent drop in compression

I love the holley sniper we put on dads clevo, the only downside I've seen is they can be rather finniky with dual plane intakes
Before

After

It does, but dads a has a bigger fuel system than what is supplied with the sniper kit 

I love the holley sniper we put on dads clevo, the only downside I've seen is they can be rather finniky with dual plane intakes
Before

After

The number is usually in either of these two locations

A few things to consider, converting an efi 5.0 to carb is exceptionally easy, its everything else that will give you headaches, any carb intake and non ecu controlled distributor is all you need and the engine will run like it was born that way.
Here's the list of obstacles you will have to overcome depending on how much of the 5.0 stuff you want to use

Fuel pump/ timing cover front accessories:

If you want to run a mechanical fuel pump you will have to change to an earlier timing cover with a fuel pump boss and you will have to fit a fuel pump eccentric to the cam, this will also mean you have to change to an earlier waterpump as the 5.0 ones spin the opposite direction, alternator, p/s and a/c (depending on what your using) will all have to be v belt style and brackets as the serpentine set up won't work with an early timing cover, you may have to source a different balancer depending on what pulleys you need, it is very important to a 58ounce balancer and flywheel with a roller 5.0 a balancer to suit an early 302/289/260/221 will cause massive vibrations and possibly break the crank, if you want to use the serpentine setup you will have to use an electric fuel pump

The trans you have if its from a falcon is an Australian only btr 4 speed auto and is a very different unit from the aod and aode's the us 5.0l used, these btr's are an electronic controlled auto and very difficult to set-up to run as a normal auto without using the engine ecu to talk to the trans tcu, I know shiftkits Australia make a standalone controller to suit btr's but as far as I'm aware they only have a manual shift option they can't be put into drive and shift themselves any more, c4 or c10 can be used behind the 5.0 and if you use a Cleveland c10 the holes in the flex plate are in the correct location for a Cleveland torque converter, if you use a Windsor converter you will need an aftermarket 58ounce flex plate to couple everything up (another thing to consider is the btr has a left hand starter and off the shelf headers don't clear it)

As far as the factory heads go gt40p's are the best iron head but the relocated spark plug means most off the shelf headers don't fit and stock cast iron manifolds don't fit these heads either, you don't want to use the stock 5.0 headers as they are garbage and flow worse than the cast iron manifolds early windsors had

The axles do the brakes don't, the axle flange is turned 90 degrees on ef and later diffs

The axles do the brakes don't, the axle flange is turned 90 degrees on ef and later diffs

Larger welch plug may mean it was from a colder part of the usa, block heaters are a common thing in some parts of the states and they are usually 1 5/8 from what I've seen

Larger welch plug may mean it was from a colder part of the usa, block heaters are a common thing in some parts of the states and they are usually 1 5/8 from what I've seen

This is something I've seen before, some heads the holes for the screw in studs is exposed to the intake ports, so it is possible if there is no thread sealer on the rocker studs that the engine could be sucking oil in around them, as far as setting valve lash goes there are some good videos about it, but it is something if you are not sure of its worthwhile having some else do it or show you how

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings
 
 

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings
 
 

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings
 
 

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings
 
 

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings
 
 

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings
 
 

Pre crossflow use the same cam bearings as xflow, its an extra hole for the pre xflow to oil the rockers as they have an extra oil gallery to supply oil to the head and rocker shaft, that gallery gets supplied from the top of the cam journals, whereas xflow use the lifters and pushrods to supply the rockers with oil, its no real biggie just interchangeable bearings