Hey everyone, glad to find this site.
I just purchased a 302 out of a 84 F150 and I need to know everything about it. Any thing you can tell me. Like are there more than one 302 that year? how do I tell if it's relly a 84?
LIKE- what kind of heads? what size valves, chambers, intake runner flow rates.
Cam? Iron or aluminum pistons? cylinder diameter(not sure if it was rebuilt)
How much ring-cylinder clearance is acceptable for rering?
Is rering reccomended?
Comp. ratio?
Any thing
the engine is going into a 78 280Z (2600lbs) with a C4 and 3.90 IRS
what did I read about a duraspark distributor? Best JY 2brl??
I love you guys so help me out here please to find some info

 

If it's going into a Z, who cares about the year?

In my experience, a 302 is a 302 for all intents and purposes.
All of the specs can be found in any Haynes manual.

Some years have V-belts, some have a serpentine belt (which is ideal IMHO).

The intake is immaterial since doing what you are an aftermarket intake is prolly already on the drawing board. Almost all Ford trannies will bolt up to it.

I would go with a Duraspark II ignition for simplicity and to keep the cost down (it's still a high energy ignition).

Keep an eye on your oil pan clearance, and definately use shorty headers.

Since the Zee used a hydraulic clutch, a Borg Warner five-speed out of a Mustang might definately be a bonus! I see no reason why a Jap reservoir couldn't feed a Ford hydro-clutch but if I'm mistaken lemmee know. The line ends on the Z are sure to be metric - couldn't say on the stang.

I don't see why you don't just go on and build up a 5.0 though...

We have already discovered how to brace the body of a Mustang for radical engine torsion, a Z car might turn into a very labor intensive pretzel in the long run.

 

"I don't see why you don't just go on and build up a 5.0 though... "

A 302 is a 5.0.

There are supposed to be some numbers or letters stamped on the block over the starter area that tell you what year it is.

If it's an 84, you will have the late model 50 oz balance flywheel.

All 302 heads were basically the same in the early eighties. Ford heads are NOT noted for their flow, or the ability to accept wild camshafts. You can run it as is for now, but do some research and you will come to the conclusion the best money spent is on a set of aftermarket heads.

If you start messing around with camshafts, you will discover the two different firing orders. The 302 HO and the 351w share one firing order. The regular 302's from 1968 all the into the 90's (non-HO) have the other firing order. This is not a big deal if you want to put a HO cam in your motor, just switch the sparkplug wires around to match.

 

Also bear in mind that some of the best money you can spend on a smallblock Ford engine is on the rod cap bolts - particularly if you want to run a high rev-line.

Grade eight is mandatory, TITANIUM is recommended.

Oh by the way...

Why not a 351W?

Same approximate physical size, many more ponies...

I take it you could care less about mileage on this project.

 

THIS IS A BUGET BUILD the stock engine came with 170hp and 167 lbs and the car would move! So 210 or 230hp and 230 or 240lbs will REALLY MOVE.
IF a 302 is a 302 then the stock HP should be 185 right? what kind of TQ?
o pretzel problems, have frame ties already.

'am aware of the rev limitations imparted on ford motors by the heads and have been reading about home porting jobs.
Do you think I could do anything useful with a dremel? Links?
Planning on a performer rpm intake, 600 4brl and mild cam 2000-5000. really I want the broadest TQ range possible( up to where the heads still breathe anyway)
USING C4
Any suggestions on cam selection? comp will be stock I think
with such a light car a 3.9 rear if I loose a little bottom end It won't even matter
Have plans for explorer heads or maybe cleveland or windsor heads
does't the windsor weigh like 100lbs more or something??
What do you guys think about where to look for cleve or windsor heads?? SALVAGE??
Thanks for being patient. I'm such a noob to ford

 

Well there is also the differences between roller motors that were used in older cars and trucks. Can't say as if the 84 302 was hydralic or roller but there's a difference there.

All things being the same though outside of smog gear and induction a 302 will be like another 302 for most cases (heads also excluded). Torque wise you'll be looking in the mid to high 200's depending on year etc etc. It's not uncommon for a cammed and aftermarket head equipped 302 to make 240HP and 320+ Torque.

For the cam, just make sure it matches your gears, that was the mistake I made years ago, I got a great wolverine cam for a 302 I had rebuilt but the gears weren't a good match though the guy at the shop said they would be and I didn't get any poop until I got into it in 2nd gear. When I did it worked great though. Also since you want to use a C4, you may want to make sure you get a well matched torque converter, this can make a huge difference to your performance, without a properly matched one you'll quite likely not enjoy the car at all.

The GT-40p heads out of the explorer work better than stock heads typically but they still need some TLC to really get any huge benefits out of it, they would be affordable candidates for porting at any rate.

That's about all I can comment on, hopefully I've helped some.