The older 302 blocks, are a little heavier built than the later models, because in the 80's they were trying to save weight. The biggest thing about a 302 isn't really the block, it is the heads. Grab you about any 60's or 70's 302 and rebuild it, find you some better heads, preferribly keep it between '68 and '76 heads, because in '77 they went to heads that have 67cc-70cc combustion chambers on both the 302 and 351. Those suck for building power. Then get you an a Weiand Stealth intake, a CompCams Xtreme 4x4 cam, a decent set of headers (you can get a set of Dynomax's under the Summit name for $79) and a 600cfm carb of your choice.

Me personally, I wouldn't trade an FE out for a small block, because I really like the FE's . I would try to find a used 390 cheap (they do exsist, my father-in-law gave a '63 Thunderbird 390 away, complete and running). I didn't see where you are from, but I have a complete 360 laying out here, that came out of a '76 F-150. Then again, if you are set on getting away from the FE's, I would go with a 351W insteads of a 302. Stronger block, strong crank, and more torque for the same amount of money.

 

Almost forgot, the 361 and 391 FT engines came with steel cranks, but the frotn snouts were too big for car dampers to go on them. So the snouts had to be turned down to use it in a car engine.

The 351M, came about when Ford figured out the 351W wasnt enough to supply to the demand for an engine of that size, and they had canceled the 351C a few years back. BUT, if you are paying attention, you now know you can use a 400 crank, in a 351W block to make a junkyard 408 stroker. You just have to clearance everything for the longer throws.


Now I want to say, I appoligize if I came across as a know it all. I by no means claim to know it all, and at 23 I'm sure I have a lot more to learn. I just wanted to share what I have learned so far.

Please, I don't need more work

 

Oh yea, I looked it back up, the 289 switched from a 5 bolt to a 6 bolt bell housing in mid '65 .

The 351C does share a bellhousing with the 289/302/351W, but the 351M shares a bell housing with the 400/429/460 .

The 351M, 351C, 400, 429, and 460 all share the same distributor also.

 

way to repeat what I posted...

There are tons of performance parts available for the FE, its takes more money and searching, but the 360 is way more powerful than the 302.

 

Not really that much searching anymore. Edelbrock makes heads, intakes and cams, MSD makes ignitions, lots of companies make headers. The FE is really making a come back.

 

Does the 351M use the C-6

 

Always. I've heard some people say the C4 or FMX came behind the 351M, basically they are full of schism. I've literally dealt with over 200 cars and trucks powered by a 351M or 400, and all the autos have been C6s.

 

I have seen 351M cars with C-4s,I haven't seen the C-4 behind a 400.I have owned 2 351M T-birds with the FMX but I don't recall seeing a 400 with anything but a C-6.

 

Ford generally put the c4 behind 302 and smaller blocks, the FMX behind the 351 blocks(supposed to be stronger) and the c6 behind the big blocks although they made a small bell housing c6 and used them in trucks.

 

Thought I may add, not that important, but still it is something.

The 302 was still fitted into the Falcon in Australia up until 2002,
There was also a 5.6l stroker kit for the 302 available from the factory up until 2002 as well over here.

 

302s are still available from Ford Racing here in the states, along with a 347 (5.6L) stroker kit... We also have 5.4L 331 stroker kits....

 

There were a few C4s behind 351Ms -- here's why...

Ford has always mix-managed powertrains to match availability, capacity, popularity, etc.

When the C4 and C6 came out they were destined to replace the older o-matics. However the FMX (improved hybrid of the FX and MX o-matics, introduced in 1967) was still needed because Ford couldn't make enough of the C4s and C6s. So the C6 went into the biggest stuff, the C4 into the smallest stuff, and they used the FMX in between as it was strong enough to handle the bigger V8s but fit okay in the mid-size stuff too.

When the second gas crunch hit, car sales went south, FWD started into the mix, and they didn't need the FMX anymore so they closed that plant to save money. But the 351M hadm't died yet and they didn't have enough C6s (remember trucks were still selling okay) so guess what, the C4 became the swing tranny. However the 351M died after 82 (I think the FMX died after 1980, we may have built some 1981s, most of the guys I know who would remember are long gone) so there weren't many.

Ford has done and still does some crazy stuff because of money, engineering timing, and sometimes executive whim (the back of the Windstar van was sized to accomodate Ed Hagenlocker's briefcase, endwise.)

 

Just useful trivia -- the 302s used in Australia were built in Cleveland until 2000. The 2001/2002 302s were built in 2000 as well and packaged to store awhile. The last factory 302 was built the week before Xmas, 2000. I was one of the lucky few to watch the last ones go.

 

These were called the MEL engines, for Mercury Edsel Lincoln, built in Lima, Ohio. The production line was converted over for the 385 series during 1967 (1968 model year).

 

302 HO's have a 351w firing order,starting in'82.