1980 - 1986 Bullnose F100, F150 & Larger F-Series TrucksDiscuss the Early Eighties Bullnose Ford Truck
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Before I ran into this site, I thought there would be know way that the stock 4.9L 300 could have more power than the 5.0L 302. I currently have the 302 in my F-250, but from what I have been reading, I would have more horsepower and torque if I were to switch to the smaller six... Am I correct or have I just been reading to wrong posts?
I've also heard that the I-6 has more torque than the 302. Personally I don't care what the numbers indicate, the 302 will outperform the 300/6 in any situation. I've driven them both. But just in case, I've moved up to a 351!
I swap from 300 I6 to 302 and i like the v8 better,i heard that modified 300 are better than
modofied 302's but i dubt it, and finding parts to hot road a 300 is hard and expensive than 302 parts, but that's just my opinion, the 300 sucks almost equal gas than the 302.
Also i understand thet no 302 where offered for f250, are yours stock?
1987 Full size bronco 302 carb c6
headers 3'inch exaust with flowmaster
33 tires 3.55 gears no lift.
Yep, I bought a 85 F150 300/6 new and it was OK for 1yr., then it was 1 thing after another, numerous carb. problems, replaced the carb 2 times, A/C allways a problem, 1 leak after another, I fixed the A/C by replacing everything but the ***** on the dash, stillit was a gutless POS. (but you could hang meat inside) When the exhaust manifold cracked at 100K (couldn't keep it on anyway) I really got pissed and went down to the Ford dealer and bought a 95 302HO Crate motor, and 6mos. later I had a totally different truck. Did the swap myself cause everybody thought i'd lost my mind. (you'll never get the pulleys right and you'll always be workin on it.) I installed the surpintine system off a 88 F150 and haven't touched it since I first started it up. Rebuilt the front end and added front and rear sway bars. Now it gets out of it's own way. Added a steering stabilizer and she goes around coners now. No comparasion to the 300/6. I'm sure most prople that have a 300/6 loves em, and we all don't like the same kind of girl either. The swap cost much more than the truck is worth, but cheaper than a new one.
Had a lot a fun and met some great guys on this list, I would have given up without thier help, I'd do it again in a heartbeat.
Thinkin about a 350 C***Y into a Porsche 928, gettin brave ehh? :-)
>There are three parts per side
>to the F-150 engine mount
>system, 1., the frame bracket,
>2., the bisquit, and 3.,
>the engine bracket.
>When you changed over from six
>to V-8, did the frame
>mount change also?
When I pulled my 6 out I unbolted just the frame brackets (perches, or towers, I forget what they are called) and removed the whole engine and trans at the same time. What's left at that point is the frame. All I had to mount was the 2 frame brackets for a V8. (new from Ford) Drilled out a few rivets in the frame and they bolted in. I mounted the motor mounts on the motor and trans to the motor and slid that sucker in.
>BTW--the C**vy V-8 into the 928
>makes perfect sense (but then
>I breathe the same pure,
>clean Houston air you do)
Yep, ever price Porsche parts? Good V8 engines are $10K at least. When I get parts for my 911, I have to wait a week cause they're commin from calif. (sometimes Germany) C***Y engine parts can be had down the street, and you can get alot more HP for the buck.
You don't really think Houston has really dirty air do you? Remmeber the smoke comming from Mexico a while back? We don't have mountains to trap smog like LA. This talk of Houstons dirty air is BS, thats why they are now callin it "ozone" instead of "smog", anyway tomorrow the cajuns will be breathin the same air, and the day after that the folks in Miss., and so on....it dosen't stop at the borders. If G.W. dropped out of the race it would be forgotten in a week. What a hoax..That's what the ex-prez of "greenpeace" called it. Clean air is one thing, junk science and spreading fear is another. Wonder how the N.Eastern whackos would like it if we quit refining oil this winter? They didn't see anything wrong with jackin up the price of R-12. Fact is, it's HOT as Hell in Texas and always has been. It was once 120deg. in the early 1900's when there wern't any cars. Grandpa said they sat with wet sheets over thier heads. In short....Follow the MONEY, cause that ALL it's about.
rockcrawl: The 302 v8 has higher peak torque and hp ratings than the 300 I6. For a Mustang definitely the 302 is the way to go, but apparently the 300 6 is better in trucks. Ford used the 300 as the base engine in F250s but did not have the 302 as an option. I think the 300 is beefer to take more abuse. Also, Moses Ludel, author of the Complete Ford F-Series Pickup Owner's Bible (not exactly sure of title), said the 300 outperforms the 302 in truck applications. In an F150 seeing light duty use it probably is 6 of one or 1/2 dozen of the other. If I want more power than my current 300 6, I'd go with a 351 V8 (or 460!!!:7). By the way, I love the 302. Had a full sized '71 ford with 4 doors and a 302 in High School. We had a blast in that car and it always ran beautifully.
Guess, I'll throw my two cents in. I also had the 300 I6 and swapped it for a 351W. I had a lot of respect for the 300, it pulled anything I wanted anywhere I wanted and got great mileage (up to 21 mpg on the road). But, I love my 351. There's nothing like the power and rumble of the V8. I had problems with the front accessories and the throttle/kickdown linkages off the carb, but now I'm enjoying the heck out of it, had a lot of fun building it, learned a lot, and like Moe said, would not have been able to finish the job without the good help of folks on this board.
Also, I know that HP and torque are higher numbers than the 300, but to me the real key is that you will never get the 300 to hold the rpms that the V8 does. Someone talked about blowing the doors off the 302 trucks with his 300 until he blew the engine, and that's what will happen when you try and twist that long crank too hard.
By the way, I still have a lot of spare parts from my swap. If y'all need something, just drop me some mail, I might still have it.
OK, Slick, parts wanted list, you asked for it, you got it:
1. Bellhousing, outside hydraulic slave cylinder type. I'm converting my '91 F-150 to a '78 NP435, and the '91 uses a manual trans with an integral bellhousing.
2. 300-6 motor mount system, '80-'86 or '94-'96.
Those years use an old-fashioned, er, "proven design" using a slanted bisquit. The '87-'93 have the bisquit mounted horizontally, which means those high-dollar bisquits pull apart like, well, breakfast bisquits.
The 300 was the base engine in the "light-duty" 3/4ton!
The reason the 300 is more popular, is because it has more low-end torque than the 302, and just barely over the 351. For racing applications, you can't beat a 302. The 300 had about 15ft/lbs less torque, but wouldn't have the high end like a 302, and of course the 351. The mileage is the same as a 302. I prefer the 302 to either, because I don't do any excessive off roading or excessive towing.
I'm almost positive a 300 would outlast a 302, because of it being a inline and having 7 main bearings, of course that's if it's not reved too much!!
Pastmaster's 1993 XLT 5.0 E40d 3.55LS Normal Cab/Long bed Loaded from the factory with aid of...MSd 6a ign/s.p. wires, blaster coil, Hypertech Chip, K&N filtercharger, Cat-back dual exhuast w/o mufflers, 3.5", echo tips, Accel distributor cap, Dark Mocha over light mocha. 5% Dark tint, Alpine Cd player/remote, Pioneer speakers.
Talk about off-idle torque, today I accelerated from 25 MPH at 1000 RPM in 4th gear on my 300 I-6. It pulled fine (supposed to have 225 ft.lb. at 1000 rpm) though I kept a light pedal until I reached about 35 mph as I don't want to lug it. Normally I use 3rd up to 35 mph.
a 300 inline six is almost like a 400.....
300 divided by 6 = 50.....
50 x 8 = 400.
also.... 4.9 divded by 6 then x 8 comes very close to 6.6, the displacement of a 400.
ofcourse the only differnce is there is only 6 cylinders and there inline instead of a v form.
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