In a message dated 09/01/2000 12:10:50 AM Pacific Daylight Time,
rootes@ix.netcom.com writes:
<< I've pretty much narrowed it down to a Ford Motorsport
302, either the 320 or the 345HP version, both of them under $3500 each.
Has anyone put one of these in and, if so, how did it turn out? I'm also
going to go to a 5 speed at the same time so I've got to make the
decision on which one can handle the extra torque. >>
A number of us have installed late model 302/5.0's in our Tigers. The swap is
pretty straightforward. Issues involve different crank imbalance
(260/289/early 302 vs. late model 302), bellhousing/scattershield choice,
clutch throwout and a few other odds and ends.
Using a late model (post 1981) motor with the 50 oz. imbalance requires
changing the dampener. I understand that early bolt pattern/late model
imbalance pieces are now available from FRPP (formerly SVO) as well as TCI.
You'll also need to make sure to order your motor with the billet flywheel,
rather than a flexplate for auto trans.
Bellhousing choice is pretty open. You can either modify any old aluminum six
bolt bellhousing to the narrow ear, Tiger toploader pattern or try to track
down an aluminum six bolt with the dual trans mount patterns (they're out
there...) Scattershields seem to require a fair amount of "fangling" to fit.
Clutch throwout can be accomplished using a fabricated bracket for the slave,
reusing the pieces you have now, or by investing in a hydraulic throw out
bearing like the McCleod and Tilton pieces.
Some odds and ends include using a roller cam compatible gear on your
distributor, swapping the dip stick from the central to front position,
plugging the air holes in the fronts of the head castings etc. Oh yeah, make
sure you have the ignition wired for the 351W firing order, roller cam motors
don't use the normal 260/289/302 order (don't ask me how I found this out...)
Also, you can do a lot better on price for any of the long block assemblies
by looking through magazines like Super Ford, Muscle Mustangs etc. and
getting it shipped from one of the high volume FRPP distributors.
5-spd swaps usually include a T-5, but parts to make this happen are getting
rarer than "hen's teeth". Evidently, Dale A. no longer sells his kits for
this reason. We've had discussions lately concerning what other options
appear viable, and haven't come up with a neat, bolt in solution. If you
already have the tailhousing and other pieces needed, use a World Class "Z"
T-5, rather than salvaging an earlier model at the boneyard.
Mike Wood
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