Scott -
Having a general understanding, but not being a total gear head, can you
explain the selections of your list in terms of performance, durability and
efficiency?
Thanks for your patience...
- Graham
----- Original Message -----
From: "Scott Hutchinson" <shutchin@netjets.com>
To: "'Doug & Rett Leithauser'" <dleit@worldnet.att.net>;
<gharlowe@comcast.net>
Cc: <tigers@autox.team.net>
Sent: Saturday, April 05, 2003 9:43 AM
Subject: RE: Subject: 289/302 Conversions - My own biased opinion
> Right now the 260 is sitting on the floor of my garage, the result of a
> bad throwout bearing. It is amazing that such a tiny little part can be
> the cause of so much work. Any way while the motor is out I am going to
> try some minor work to the motor to improve performance, but more
> importantly to increase durability and efficiency.
>
> The plans are thus.
>
> 1. Screw in rocker studs.
> 2. New valve seats for unleaded gas.
> 3. Bronze valve guides.
> 4. Roller rockers. (Probably CompCams Magnums, maybe promagnums but
> most people have said this would be over kill.
> 5. Custom Ground roller camshaft that is basically a reproduction of
> the 289 hp cam. It will have the same firing order as the 260 and
> should provide a nice hp boost without killing the low end torque.
> CompCams will custom grind it for about $300.
> 6. Crane drop in roller lifters. (no modification to the block
> required.)
> 7. F4B and Holley 1848.
> 8. Centerforce Clutch.
> 9. Roller Timing Chain
>
> I am quite happy with the performance of the car with the 260. I seems
> to me the real limitation of the Tiger is traction. Even if you put 400
> hp out of the tailshaft, you just can't get it to the ground without
> doing some major mods to the bodywork. Who knows though, I've only had
> the car for a year, so maybe in a few I'll get bored and throw a blown,
> 347 stroker in there, backed up by a Richardson 6 speed, I mean if your
> gonna go for gears why not have a few more than four.
>
> I should have it all back together by the end of the month so I'll let
> you know how it comes out.
>
> Scott
>
> -----Original Message-----
> From: Doug & Rett Leithauser [mailto:dleit@worldnet.att.net]
> Sent: Saturday, April 05, 2003 8:35 AM
> To: gharlowe@comcast.net; shutchin@netjets.com
> Cc: tigers@autox.team.net
> Subject: Subject: 289/302 Conversions - My own biased opinion
>
> Graham,
> The 260 responds pretty well to normal tweaks such as cam
> replacement
> (stock cam is VERY mild) , 4bbl carb & manifold & exhaust headers, and
> cylinder head porting. If the engine is already disassembled for
> rebuilding,
> some addditional compression is available through milling the cylinder
> heads
> and decking the block. Do not overlook piston to valve clearance, it
> may be
> necessary to cut valve reliefs in the pistons. It should not be
> difficult
> to get 200-225 hp without major modification.
> The toploader transmission is very strong & durable. Usually the
> ratios
> are too close, but wide ratio gears are available, or are standard on
> late
> model Tigers. With the 260 and toploader you have a car that is original
> &
> period correct.
> Of course, there is another side to the coin, AKA, the report from
> the
> devils advocate.
> You can purchase a good running 302 with 5 speed for less than it will
> cost
> for a good rebuild of the original engine. Any decent 302 will put out
> more
> power than most of the modified 260s, and if that is not enough, there
> are
> all kinds of hot rod parts for the 302 that will get you up to 400 hp if
> your wallet is big enough, while a 260 rarely sees 250 hp. You are
> looking
> at modification ot the transmission tunnel, mount & driveshaft, but what
> the
> heck, at this point one has already decided that modification is
> acceptable
> in pursuit of power & driveability. The 5 speed gives more versitile
> ratios,
> and of course, there is no substitute for cubic inches. Of course, you
> will
> have to remove the engine to install that 5 speed, so why not do it all
> at
> once?
> So what will it be, an original powertrain, something that is
> getting
> rare in the Tigers, or that hot rod 302/5 speed combination?
> Personally, I feel you should keep it stock, or at least period
> correct,
> but you are the one that has to live with the decision.
>
> Happy Motoring
> Doug Leithauser
>
> Subject: 289/302 Conversions
>
> The last post got me wondering how many folks installed 6-bolt 289s or
> 302s,
> but kept their 5-bolt 4 speed. I'm close to pulling my 260 as part of
> the
> resto teardown. I would rebuild it, but the devil has me thinking that
> if
> the money's going to be spent, should it really be spent on a 140 hp
> 260?
> From the cyl head id discussion, it sounds like tweaks to the 260 are
> limited other than going the F4B/4bbl and header route. Pls correct me
> if
> I'm wrong.
>
> I'm SURE this has been covered, but can the list describe some of the
> challenges to a 289/302 conversion? Adapter plates are available (cost?
> sources?)...but if you install the adapter plate, what else needs to be
> modified? How rare are 5-bolt 289s?
>
> Is that same devil going to be whispering, "Get a T5"?
>
> Thanks for your thoughts...
>
> - - Graham
|