Figuring out where all of the intake bolts went was a bit of a chore, and after some futzing about, I'm pretty sure I got them right there are two length studs plus regular bolts, and they all need to be in the correct places , but we'll find out later on if I got that right or not. With the engine apart and reasonably clean, I then checked all of the key measurements to see how they compared to the published engine specs. The 260 was also short-lived with production ending in 1964. Ram-air was not available on the Boss 302 until the 1970 model year. All 1963—1964 289 engines had five-bolt bellhousing blocks just like the 221 and 260. Another important issue to remember with the 400 and 351M engines is their bellhousing bolt pattern.
I even cleaned up the grungy oil drain plug before it was installed. The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the became available in the Mustang and Fairlane lines, which offered similar power at the expense of greater weight for far less cost. Cylinder heads, which were specific to this engine, used smaller combustion chambers and valves, and the intake ports were oval whereas the others were all rectangular. The designations of 'Windsor' and 'Cleveland' were derived from the locations of manufacture: Windsor, Ontario and Cleveland, Ohio. Vince Piggins at Chevrolet saw the great potential for sales of Camaros by racing in the Trans Am series. A new 'Cleveland Style' rocker arm system was incorporated. I tried googling but wasn't really able to find this info.
The engine was designed as a successor to the. From 1969 through early 1970, Boss 302 engines were fitted with chrome-plated, stamped steel valve-covers. At that point I knew the cam had to come out so I could remove the remnants of the busted lifter. The ports and valves in the 289 heads were too small to produce the horsepower needed. The 4V version was fitted with wedge chamber heads and large ports yielding 11.
It had a longer-duration camshaft, still with hydraulic lifters. The street version used flat-top piston, for 10. The resulting displacement is up to 454. This tray attached to four special main cap bolts with small threaded holes in their heads. With gas costs being less of a factor in the late 1980s, this large displacement V-8 engine was a mainstay in Ford's lineup. The engine was complete with thermactor emissions control hardware, 289 Hi-Po style exhaust manifolds, and a thermostatic clutch radiator fan. The exhaust valves were 1.
Since I was in there, I might as well do it, right? In stock form, it used a two-barrel and a of 8. By 1975, its power dropped as low as 122 hp 91 kW. However, some were produced with both the big-block and small-block patterns, making them compatible with both types. This engine is not the same engine as the HiPo K-code engine offered in Ford vehicles. Teardown, Assessment - and Decisions Basically, I started this as a simple plan to tear the engine down to the short block, pull a main bearing cap and a rod cap, and verify the bearings looked good. Think of the Boss 302 engine as a wonderful act of desperation because the 1968 302 Tunnel Port was such a miserable flop for Ford.
The gaskets I already had from the teardown step, and the paint I got a my local parts store. It's mostly fool-proof due to molded connectors and different size hoses in critical areas, but it did require a bit of head-scratching to get the initial details sorted out. This tray attached to four special main cap bolts with small threaded holes in their heads. A few rounds of that got most of it off without major trauma. Item Status Full gasket set Have Timing chain set Have Cam and lifters Have Rings Have Rod bearings Have Main bearings Have Freeze plug set Have Ford grey paint Have I took the engine and parts to the machine shop for a final inspection and cleaning. Next up was the fuel rail and injectors. Compression was determined by combustion chamber size.
It has 255-specific cylinder heads with smaller combustion chambers and valves with round ports and absolutely no performance potential whatsoever. The block was based on the 351 cu in 5,752 cc Ford Windsor engine, but uses Cleveland sized 2. The upside is smaller intake and exhaust ports for improved low-end torque. It had 4-barrel carburetion and the same compression ratio as the 2-barrel available in Mustangs only D engine code. Two 540 cfm Holley's sat on a high-rise aluminum manifold. If not that, we need he engine code; something to differentiate it from the hundreds of thousands of 302 motors that have been produced. Some of the original cross-hatching was even still visible in the cylinders and the rotating assembly spun over very easily.
The 221 was phased out in April 1963 due to a lack of demand after about 270,000 had been produced. Ford insiders from the period tell me that the 5. These ports also steer around the pushrods. . The best Cleveland factory head comes from Australia with the 4V wedge chamber and 2-barrel intake and exhaust ports, making it the optimum cylinder head for this engine. Some 1967—1968 289 engines received 302 blocks as early as February 1967.
Even as the small block neared the end of its life, development continued, with new cylinder heads introduced for the in 1997. According to some reports, the canted-valve, deep-breathing, high-revving engine could produce more than 310 hp 231 kW , although as delivered, it was equipped with an electrical revolution limiter that restricted maximum engine speed to 6150 rpm. The small-block Ford V-8 was a quantum leap in lightweight cast-iron engine technology at the time. The 351C High Output was available for a short time in 1972 before Ford ended production mid-year. Spark plugs, air filter, and coolant are due to be changed every 30,000 miles or 3 years for the coolant. The last 302 engine was produced for installation in a production vehicle was at Cleveland Engine Plant 1 in December 2000, as part of a build-ahead to supply Ford of Australia, which installed their last such engine in a new vehicle in August 2002.
So give that a try. I did a quick cleaning of the fuel rail assembly, used some engine oil to lubricate the injector O-rings top and bottom , and it pretty much fell together and onto the motor. For the 1962 and 1963 car model years, the valve head diameters remained the same as the 221, but for the 1964 car model year, they were enlarged to 1. Valve sizes remained the same. Photo Courtesy Tim Meyer The 351C is identical to the 351W in terms of bore spacing, size, and bolt patterns. The corrugated wall method of block construction had caused cleaning difficulties in the foundry from day one and a change was phased in.