If for some reason my 292 does not work out in my 54 F-100, can I swap it out with a 6 cylinder from a 83 T-Bird, or a 302 from a 77 Mercury Monarch? Which one would be best? They both run and have around 100,000 on them.

Still Stuck Shane

 

Is the six cylinder a 2.8? I'd probally stay away from that. But the 302 would be good. Why doesn't the 292 work?

Nathan

 

Dont expect to use the 54 as a truck with the smog 302; or pull a decent size boat. It will be about equivalent to a stock flathead V8.

If you have to swap look for a later 351W.

 

The 292 was stuck when I bought the truck. I have had it soaking in diesel for 3 weeks and can not get it lose. I have taken the heads off and there are two cylinders that are pretty rusty, which I'm guessing is my problem. It would be cheaper for me to put a different one in then rebuild this one. We own liquor stores and are planning on fixing the truck up, put our logo on it and use it to haul liquor. I guess we are not looking for a power house, just more of a show piece going down the road. Thanks for the input

SHANE

 

You should not have told us you own liquor stores! Now we are all gonna want to be your friend, be over all the time helping you get the 292 unstuck & running. Will not be able to get rid of us. Only thing comparable to a friend with a liquor store might be a girlfriend whose dad is a beer distributor!

 

If you ever make it to Sioux Falls, South Dakota beers on me!

 

One other thing to consider is the expense of a new tranny, drive shaft, engine and tranny mounting brackets etc.
If the tranny, clutch etc is still good in the truck it may be similar cost (or less) to rebuild the 292.

 

I thought all I needed to do was put on some engine mounts for the 302 and a different bell housing, am I way off base here?

 

[updated:LAST EDITED ON 17-Oct-02 AT 06:45 PM (EST)]There will be a very long list of minor modifications with any motor swap to a different engine family. Throttle linkage, hoses, wiring, exhaust, fan shroud, and many, many other little things. Don't plan on saving big money or time when you switch from stock. It never turns out that way for me anyway. You just have to decide what you want when you are done. The V-6 swap is not one I would consider but that's just my opinion. 302 swap is about as easy as it will get. I would agree with 286merc that a 351 is a great choice but you should end up with roughly a 50 HP improvement over a flathead with a 302. It's a moot point though because you are not replacing a flathead.

'fenders

 

I would suggest that Fatfenders actually look at the ratings of a 77 Monarch 302.
That engine was so pitiful it was only available in the midsize and compacts. Low power and horrible gas mileage. It took several more years before Detroit started learning how to get power and mileage out of smog motors.
I had a 351M in a 78 Cougar and even that was a dog.

Compared to a flathead that 302 would be almost a wash on torque and a big loss all around compared to a 292. Heads, cam, pistons and intake would have to be changed to wake it up.

There was a loophole in the regs back then also. Trucks of certain GVW were exempt of some of the standards. The 350 in a 77 GMC 1 ton I had and a 85 Dodge 3/4 ton van with a 318 I still have are not set up the same as a car and were decent performers, especially the Dodge.

I still suggest a 351W if a Y block is not an option. Particularly if its going to be carrying some "produce".

 

286merc

I don't have the specs handy but I believe Shanes 302 Merc is sporting about 145 HP. That would be at the back of the trans with the accessories running using the SAE rating procedures in 1977. I am going to tread the sacred ground here and suggest it will spank a stock 53 F100 flatty. Only one way to settle this though. Shane, bring the merc over and get that aircleaner lid flipped, we're racing 286merc for slips.

'fenders

BTW, I agree a 351 is a better option but I don't believe that was one of the choices Shane happens to already own.

 

If he can't get that 292 working right, then the 302 is the way to go. The 302 with the C6 (and the 9" rear axle) would get him down the road and they all would be easy to upgrade or replace as the opportunity or need arises. The 302 is very light, he'll be saving about 175 lbs (although the C6 is a heifer. Moo.)

Yup, that 302's a mutt, but the rest of the litter looks pretty good. Swap some cheap GT40p heads and an iron 4bbl manifold, Holley and cam and he's good to go.

 

Well, I do have the specs handy and its a powerhouse 133 hp and 243 for torque measured the same way as Ford used to do before the inflated horsepower race days.

The point Ive been trying to make is that it will be a dissapointing performer IN A F-100 carrying a load WITHOUT spending money on improvements. The various 351's from that era arent much better.
Add up all the parts and time necessary for the swap and IMO you can find a good running 292 for less.
Finding a C6 with the small block pattern is no easy chore either in some parts of the country. I dont think a stock 77 C4 would hold up very long.

At least we all agree that a later year 351W is a nice engine!

Money wise:
1. Find a nice 292/312. Even a 272 that was punched out to 292 bore.
2. Later model 351W with matching tranny, stick or auto.
3. 302 with upgrades and possible rebuild, its got 100K after all.

 

Thanks for all the input, now I'm more confused. I would have to agree that the 351w might be the way to go, it will give me a little more umpf carrying the "produce" which can get quite heavy. I wanted to get it out as soon as possible but I think taking my time and doing it right is the best option. 351's are a common engine and will not cost me an arm and a leg to do right. Still haven't decided what to do with the 292 though, sell or rebuild just for the experience. I will post some pictures as I get going and I am sure there will be many more questions. Thanks again.

SHANE

 

Carl and Shane, I guess I'm still smarting from spending about $2000 in parts and machining to rebuild a stock '56 292 (for my wife's 55 Victoria). And I still have to assemble that bugger.

In re: the C6, I thought that those mid-'70s mid-sized luxo-barges came with a 302/C6/9" combo. Good raw material for a stout vehicle. And Shane seems to already have that setup sitting around. Yup, swapping will be a chore, but if it's running then his time and labor is the main cost. Since those early F100s are such lightweight vehicles, the 302 will perform pretty nicely. Also, because the F100 is a lightweight vehicle, Shane might want to avoid overpowering that flimsy frame with too big of an engine.

But if he can fix that 292 or find another Y-block, that would be a lot easier to drop in. Another advantage of using a Y-block is that it uses the bellhousing mounts. The frame is reinforced at the bellhousing mounts by the firewall of the cab.