I've got a 72 302 in my pickup. It was in there, and running well when I first got the truck, so I didn't bother with switching it out for anything. Besides, there was a lot of body work that needed done.

Now, though, that 302 isn't running so well. I'm planning on having it rebuilt soon, and would like to do some upgrades while I'm at it.

My research tells me that the 72 is the wimpiest of 302's because that's the year that EPA regulations went into effect. Apparently they shaved the cams, and shrank the ports in order to bring the engine in line with emmissions requirements.

I've talked to the guy who'll be rebuilding my motor about doing some machine work to it. He said he knew a guy who could do a good job for a decent price, and suggested a new cam, and thick film injection (for almost free as he's got a few units lying around).

My desire for the truck is NOT to rod it out. I want to use it as a semi-daily driver: something that runs strong, and gets fair gas mileage.

So, here are my questions:
Does anybody have any suggestions for intake manifold, cam, headers, port specs?

Another upgrade I'm looking to do is a Mustang II IFS, which is notorious for low header clearance--anybody have any suggestions? (my only thought so far is to try making my own)

Thanks in advance for the help.

 

What do you mean by "thick film injection"?

I recently rebuilt my 77 302 engine for my 77 F150 2wd truck and here's what I did to wake it up.

• Bored the cylinders 0.030" over & installed flat top pistons
• Installed an "RV" style cam shaft for better low-end torque
• remananufactured crankshaft with double roller timing set
• Installed a set of E7TE cylinder heads w/ new valve seals and lapped the valves
• Weiand dual plane Intake manifold
• Holly 600CFM 4bbl w/ vac. secondaries
• Stock exhaust manifolds w/ 2-1/4" dual exhaust w/ turbo mufflers

I'd like to tell you how well this setup performs, but I have not fired it up yet because I did this rebuild as part of frame-off restoration and I am not done with it yet. Right now I have the totally rebuilt drive train sitting between the frame rails with all new suspension and brakes, but no cab, bed, and front end sheet metel yet.

 

Yea, what the hell's thick film injection? Your motor also suffers from pistons that have Grand Canyon sized dishes in the tops to lower the comp ratio to 8 to 1. Go with 1.610 pin height flat tops to raise it up in the 9-10 to 1 ratio.

 

I think he means thick film ignition. It's the module that plugs into the distributor on the 5.0.


Pete

 

Maybe I'm mistaken, but aren't the TFI distributors only good with an EFI computer to run it?

 

That is correct. EFI engines .
I assume when you say he's got a few units laying around, you mean fuel injection units, along with the ECM and the correct distributor, right?

For almost free?


Where do I sign up?


Pete

 

Wow, thanks for the quick and multiple responses! My bad on the thickfilm confusion. What he was talking about was upgrading to EFI with thickfilm ignition. He has the computer, wiring harness, etc. two or three complete units, but I've got dibs on them because "he" is my uncle. He'd probably sell off the extras as a complete set, or in parts and pieces for a pretty good price, as they're just sitting around his shop (which is why he's feeling so generous with me). BTW he is in OK, Pete.

I didn't know that the pistons were dished--that explains a lot. I couldn't figure out how they got such a drop in power without changing the displacement.

Cujo-thanks for your response...wish you could tell me how well (or not well, but let's hope "well") your set up runs.

 

Well the 72' engine is no wimp. Power Ratings went to SAE NET that year so that is why there is a signifigant HP/TQ drop, its just the way the engines were rated. The real power loss was maybe only 10% or so tops. The 72 heads were no different than the 69-71 heads and even the 73-76 heads were the same as well. In 72, the pistons did lower the CR due to the Bigger dishes, but the real loss in CR was in 73 when the 73-76 blocks had a slightly higher (.030?) deck height plus the craters in the tops of the pistons. Do what was mentioned above, raise the CR to 9/9.5:1, run an edelbrock performer (or the like), a comp 260h or 268h (The 268h has great torque, and a little lope to it) holley 600 Vac Sec, and headers, and you will get good gas mileage 18-20mpg with overdrive.

 

Thanks for the suggestions. I was under the impression that 72 and on heads were different than 71 and earlier. Can you cite a source for the info?

Thanks!

 

The Source, ME... Ive worked on many SBF heads. My D4 maverick heads were the same as my D0OE Maverick heads, accept for the Air Injection holes were drilled in the 74 heads. Ford changed the heads in 77 with the Addition of the D7TE and D8OE heads. They had 69 CC chambers and internal air passages with changed exhaust ports. The D7TE's still had rail type rocker arms while the D8OE heads had pedestal type rocker arms.

 

Thanks. That'll help as I move forward on this!