I bought a 1984 - 5.0 302 Ci fordengine out of an E-100 van, i am rebuilding it. could some one give me some direction on what rods-valves-springs-cam-crank-piston etc. and what size i would need to beef up this engine, I'm going to have to bore it .10 due to wear
I've herd that you can take the crankshaft and a camshaft out of a 351W and put it into a 302 and it would turn it into a stroker motor. As far as the other after market parts go...I'm not sure. It's really all about what applacation you are going to be using it for i.e. off roading, mudding, daily driver, sleaper, drag. And also if you want monster low end torque or lots of ponnies under the hood.
No.. the 351w crank won't go in a 5.0 block, the journals are way bigger.
I suggest you indicate what your budget is, what your power goals are, and what vehicle the motor will be installed in.
It's no problem to spend $1500 on a complete rebuild, and that can give you a stock motor or something much better than stock, it just depends what parts you buy. If you goals go beyond 300hp you will need different heads so factor that in before you spend a dime on the stock heads. If your goals are big power at low rpms then stop right now and go find a 351 or 460, the 302 will never be a TQ monster.
__________________
Paul O
1990 F150 4x4 XLT X-Cab 5.0, 3.55, Comp 35-349-8, Flowtech LT's to 3" single, FRPP Mass Air Conversion
Under construction: '85 351HO, Dart Iron Eagles, Roller Rockers, Typhoon intake, Crane 444232, 24lb Injectors, TweecerRT, Innovate LC-1 wideband O2
1990 Ranger 2wd, 2.3 Briggs & Stratten, 5-speed, 3.08 gears, sliding rear window.
If you're going to stroke it out go ahead and get a 347 kit. Folks talk about rod ratios...like the difference between 1.58 and 1.60 is a huge negative. More cubes = more power; and there are hundreds of 347 strokers out there reliably cranking out 450+ hp. Build it right and there are no worries. Then you've basically got a 351w less 125 pounds.
Check out the FRPP website and look at some of the crate engines Ford sells. That will give you a good idea of what kind of power you can get from different engine components. Stock rods and crank are fine unless you're shooting for 400+ hp. Comp XE cams are the best grind, unless you go custom. AFR heads are good for 60+ hp over stock.
I'm not talking about rod ratios when I say the 331 is the way to go. I'm talking about longevity. Your engine is maxed when you go to a 347. You can make the same power with a 331, if you want 450 horsepower. But, whatever floats your boat, ya know?
__________________ 1986 Ford F-150 4x4 5.0 EFI
XLT Lariat
NP435/NP208/9" 3.50 axle
Road Warrior bumper, Leaf Spring Overloads, Custom Exhaust Work
The 331 is better if you are twisting up around 7000rpm+, 6500 and under, a 347 is fine.
They both have the same bore, so how is one maxing out over the other. Both are 4.030 bore???
For a street engine that isn't spun up to the moon, a 347 will have a bit more torque.
Years ago there was a buildup article where they built a 302 and 347 with the same set of heads, cam, compression, carb and intake. The only difference was the CI and the 347 made 100lb/ft more than the 302.
I have heard that the 347 stroker kits are not 100,000 mile turn key reliable.
Is that wrong? If it is, then I will consider that set-up when I rebuild the 'ol
79 T-Bird engine.
Years ago there was a buildup article where they built a 302 and 347 with the same set of heads, cam, compression, carb and intake. The only difference was the CI and the 347 made 100lb/ft more than the 302.
Coincidentally.. you get similar results with 351, and the bigger windsor will easily go a couple hundred thousand miles.
__________________
Paul O
1990 F150 4x4 XLT X-Cab 5.0, 3.55, Comp 35-349-8, Flowtech LT's to 3" single, FRPP Mass Air Conversion
Under construction: '85 351HO, Dart Iron Eagles, Roller Rockers, Typhoon intake, Crane 444232, 24lb Injectors, TweecerRT, Innovate LC-1 wideband O2
1990 Ranger 2wd, 2.3 Briggs & Stratten, 5-speed, 3.08 gears, sliding rear window.
I don't know why a 347 - competently machined and built with a new (not offset ground) crank, new rods (with better-than-those-flimsy-stock rod bolts), and new hyper or forged pistons - wouldn't last 100,000+ miles. Moderately built for street use and properly maintained there are no worries.
I mean, it's not like a 302 has never blown up. I saw a well-maintained, relatively low mileage 302 blow up trying to push an F250 into a gusty 30-40 mph headwind at interstate speed. It boils down to how it's built, how it's used, and how one takes care of it.
It's not likely a well built 347 would blow up any sooner than a 302 or 351, but that motor does have 1 downside.. if you will. The necessary rod length and short deck height leaves little room for piston rings, so the piston pin is moved up into the oil ring and the other rings are moved closer together. This has resulted in more oil consumption and some ring land failures in the past on this stroker.
__________________
Paul O
1990 F150 4x4 XLT X-Cab 5.0, 3.55, Comp 35-349-8, Flowtech LT's to 3" single, FRPP Mass Air Conversion
Under construction: '85 351HO, Dart Iron Eagles, Roller Rockers, Typhoon intake, Crane 444232, 24lb Injectors, TweecerRT, Innovate LC-1 wideband O2
1990 Ranger 2wd, 2.3 Briggs & Stratten, 5-speed, 3.08 gears, sliding rear window.
Yup, I heard it was pin/ring issues caused by the long rod and
short piston skirt. They are OK if used to race with the knowledge
you will be rebuilding it every so often, but not OK to use long
term with turn key reliability when all you want is the extra torque,
not high rpm HP. In a 4200 pound 'bird, I'd probably do better
with a 351 swap.
The 331 is better if you are twisting up around 7000rpm+, 6500 and under, a 347 is fine.
They both have the same bore, so how is one maxing out over the other. Both are 4.030 bore???
For a street engine that isn't spun up to the moon, a 347 will have a bit more torque.
Years ago there was a buildup article where they built a 302 and 347 with the same set of heads, cam, compression, carb and intake. The only difference was the CI and the 347 made 100lb/ft more than the 302.
Oh yeah. I recon that the "V8modify it to the max to get the most power out of it, then get a gigger engine and build that on up to supass the old engine" bug has indeed bit me and intoxicated me with the "more power" bug!!!! for those of you who have watched the TV show Home Improvment" you know what I'm talking about. More Power!!!!
1984 5.0 302ci
