Thanks for this. I have been fine adjusting the idle vacuum advance on my crate 350. And you just accidentally reminded me that my actual condition needs to be set while in gear. My car has an automatic transmission, with a pretty sturdy converter.
Australia also has a 302 Cleveland engine. 4 inch bore, 3 inch stroke and real Cleveland style heads with the thermostat in the block on the extension.
Another 302 block was cast for the Lincoln Versailles. Cast with a crank trigger and I heard some other rumors of using it in stroker applications. D8VE-6015-A3A
In 1968 after 289 hipo was done ford sent all 289 hipo block casting cores to Mexico so the mex. 302 is actually the. 289 hipo block that's what I read in some very old ford literature
The problem that I have with the roller blocks is that the bottom head bolts go into the water jacket I had a 1985 model and I had trouble getting keeping head gaskets from leaking even with stud
I have seen examples where the Mexican block main cap fasteners failed - this was a normally aspirated "built" engine it used ARP studs instead of bolts - they believed it had to do with the quality of the iron used in the block casting the threads in #2, #3 and #4 literally disintegrated
@@pyleup the threads in the Block failed allowing the studs to separate from the block - I only saw the remains of the engine it was normally aspirated aluminum heads single plane intake I don’t think the compression was outrageous it was used for road racing purposes in a 1967 Mustang
@@pyleup if I recall correctly the tops of the caps were machined flat on the top and there were some kind of steel supports that sit on top of the caps and help clamp the main bearing cap down evenly - there was no full “girdle”
OE Boss block was a stronger iron and 85-98 302's had different firing order with different lifter bore diameter I believe. The change in firing was to relieve strain on #1 main I think. Not sure of the price point of a new SVO Boss block or if it's a direct replacement.
Ford Valves - two piece. Known for breaking in Boss 302 motors. Typically its the intake that breaks the head off instead of the exhaust like yours. Replace all valves with once piece high quality valves like Manley or Ferrea.
I have an Australian Falcon 1997 ute with the 302 in it. I was hoping maybe someone is their sufficient material to modify a two bolt block to suit the four bolt main cap ? What other differences are there between has the Boss block over the two bolt standard block without the obvious cam and head differences
The thing to do with the 302 and the 2 bolt mains is use main studs and a girdle to make the bottom end stronger it’s probably the best you can do with the two bolt main. There’s just not enough material to convert it to a four bolt main
Thanks for making a comparo of 4 blocks in 4 min and not 30...or an hour Sucks so many gotta nit pick your vid instead of thanking you for what info you put up. Glass half full!
I appreciate your comment Making these videos is a learning process and yes there was a lot more I could have said about these blocks Hopefully I will get better as time goes on
If you’re talking about the 95 and 93 cobra 302‘s the only thing that was different were the cylinder heads they were a better flowing cylinder head and had roller rockers but the blocks are exactly the same as the regular 5.0 the head we’re Gt 40 and GTP 40 cast-iron cylinder heads from Ford. They were some of the best factory heads for the 302 made.
Looks like the front of the roller block is thicker. The block doesn't have a visible bulge from the oil galleys and main bolt thread castings like the older block to its right. I wonder if some measurements actually support this observation. Would be cool to measure and compare the thicknesses of the main webbing between these too.
Yes you are correct. Being in my 50’s filming this video by myself and getting all the information out is hard I will make an outline next time to cover more details
Regarding the serial number on the lower block above the oil pan...those are only found on California Hipo Mustangs...if your car was manufactured in Detroit the engines are not serialized to a particular car (a guy who owned two Hipo 289's, denoted by the bigger main caps, and neither block had the serial/vin number on the block). Fyi, as to Shelby's claimed 306 BHP...that is spot on. One of my Hipo engines i applied the Shelby mods and it pulled 305 on the dyno.
Click on the link below the video and watch my other video on how to ID A 289 hipo and it will answer all your questions. And yes, I know why you’re asking that question and the other video answers it.
It's already been repaired Rebuilt and being installed in the car right now Next video will be running in the car. If you wanna see the engine running click on the links below in the video.
I but a set off heads my self just like this one's for 100 dollars with comp cam roller rockers dual springs got them installed on my 302 .bore 30 over sounds pretty damn good I didn't even finish elementary but when u want to learn u learn
I but a set off heads my self just like this one's for 100 dollars with comp cam roller rockers dual springs got them installed on my 302 .bore 30 over sounds pretty damn good I didn't even finish elementary but when u want to learn u learn
My understanding is that that is a hydraulic cam that closely resembles the 289 Hipo solid lifter cam it’s A Ford cam released by Ford in 1969 for a 289 , 302 it’s a relatively mild performance cam for the small block Ford
This is a very interesting video on the 302 small block engine. But I still can't find info about why my 302 engine oil filter is way bigger then my sister engines oil filter. Mines a 89 and hers is a 92. If anyone knows more about this please let me know.
The original filter for the 302 is a FL1A oil filter that screws to the block . If it’s remote mount with an oil cooler, it might be a different size. If her Mustang is a 5.0, it should be an FL1A also. Ford lists this oil filter as factory for all 302s from 1979 to 1995
The roller blocks are weak making any real hp and really do better with a girdle. Do love the Windsors though. They're a mighty mouse. 331ci is an amazing setup. I recall a few guys here making up to 700hp with production 351w blocks no prob.
I’ll take the one on the engine stand, thank you very much!!😉🤣🤣🤣 I put together a 289 (+.030”) for my ‘65 Galaxy. It had 2-bolt mains and a cast crank. I had it very nicely balanced, and used Moroso main studs. Also ran a solid lifter cam and roller rockers. Had a built C4 trans with a 3000 RPM converter feeding a 9” rear with 4.11 Richmond gears (eventually swapped them out for 3.73s). That thing would turn 7,000 RPM no sweat. Never got the opportunity to race it, but it sure did surprise a lot of people!!😉🤣🤣 Wish I still had it!🤷♂️
I find Mexican 302 engine blocks mainly in pickup trucks and they don't seem hard to find if you search 302 pickups for them. The cylinders in them don't seem to wear as well, like due to the iron used. Some people claim they are "stronger" because they heavier and thicker.
U forgot the No1 point . Vacuum advance occurs at light throttle steady state cruise ie between 27mph ---- 55mph . U set the xtra advance between these vacuum /road speed points . If u still have a very basic distributor u may need xtra advance pending your setup so either manifold or ported setup might be better for you . When u have standalone programmable timing idle timing and cruise advance can be what ever u want
It’s pretty close to it it’s not the factory cam but it’s the closest one we could find to it but it is close to stock. comp cam 270s solid lifter 282 duration 499 lift the factory cam was 290 duration and close to half inch lift.
