302 or 400?
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From: Alston, MI
302 or 400?
well, i was at my neighbors (borrowing torches) when i told him that i had a 400 that needed to be rebuilt before it goes in my truck (i have the engine already out of the vehicle it was in and heres the nice part, it's a 71 year)... he claimed that i should drop in a 302 (doesnt need rebuilding, but is still in a vehicle) to help add space under the hood and get better mpgs... what do u guys think?
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From: The Vieux Ford, Kansas
No way, the 302 isn't a good truck engine it lacks the low end grunt. I would rebuild the 400. You would need new engine towers and a bell housing to do this swap as well, if you have a C6 you would need a new transmission.
-Johnboy
-Johnboy
Tuned
Joined: Jun 2007
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Point to consider though, the 400 was never a sought-after engine and has very little aftermarket following. If you're only shooting for a stockish rebuild then go for it, otherwise you might want to consider other options. Johnboy is right the 302 doesn't share a bolt pattern with the 400, if you're thinking engine swap then a 460 maybe be for you. They're pretty easy to find.
Post Fiend
Joined: Dec 2006
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From: Lexington Mo
400 is a good engine, it's got the low end torque you're going to want somewhere. Far as after market parts, there's nothing I haven't found for mine. Intake, carb, headers, HEI Dizzy,cam, what ever. There out there.
Bob
Bob
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From: Alston, MI
i have everything to do both swaps on hand, i was just wondering.
what if i threw a cam in the 302 for a little more rip. the tranny is an np435, so it has the granny 1st, so torque shouldnt be too much of a problem.
what if i threw a cam in the 302 for a little more rip. the tranny is an np435, so it has the granny 1st, so torque shouldnt be too much of a problem.
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From: The Vieux Ford, Kansas
The 400 has a good after market including heads and stroker kits you can get just about any thing you could possibly want. The 400 is for all intents and purposes a tall deck 351C and both have healthy after markets.
-Johnboy
-Johnboy
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From: The Vieux Ford, Kansas
A bigger cam will most likely move the 302s power ban up making the problem even worse.
-Johnboy
-Johnboy
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From: Indiana Cornfields
Well it all depends on what kind of cam you get too. You can get one that will keep the power ban down, you just may need to have it specially made.
And you can find all of the parts for a 400, they are just going to cost a little more than a 302. My vote is for the 400.
And you can find all of the parts for a 400, they are just going to cost a little more than a 302. My vote is for the 400.
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From: North Carolina
302 is a great engine, 400s are notorious for low oil pressure.302 is reliable and cheap to work on. anything is better than a 351(bad gas mileage, same problem with oil pressure, and not much more power than a 302). the 302 is a breeze to work on and easy to find parts for. if your already planning on putting in a 400, why not go all the way and look for a 460. which has good gas mileage for its size and plenty of horse power, good acceleration, and strong low-end tork.
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From: Skyway, WA
I've had a 302 in my truck and now a 390. The 390 gets better gas mileage. My dad had a 79 Lincoln Mk V that had a 400 in it. I was a very reliable, smooth and powerful engine in that heavy car. He towed a 36' trailer with it as well. As far as aftermarket, I believe that the stock 2v 400 is potentially a torque monster. I've had two 302s in dentside trucks. They are OK and nice and compact (narrow) and with dual exhaust and flowmasters can sound pretty tough. I vote for the 400 as potentially a great truck motor and no swap issues (no need to change tranmission and engine towers).
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302 is a great engine, 400s are notorious for low oil pressure.302 is reliable and cheap to work on. anything is better than a 351(bad gas mileage, same problem with oil pressure, and not much more power than a 302). the 302 is a breeze to work on and easy to find parts for. if your already planning on putting in a 400, why not go all the way and look for a 460. which has good gas mileage for its size and plenty of horse power, good acceleration, and strong low-end tork.
Tuned
Joined: Jun 2007
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Don't get me wrong, I've seen a good article or two about a 400 buildup that made it look pretty grand, it's just a little more expensive and you have fewer options. If you'd like to compromise a bit get a 351 Winsor to drop in, it'll bolt up to the same transmission as the 302 and has plenty of power potential.
I'll also put one more vote in for the 460. Not so great on mileage but enough power to take on anything and (not to steal a slogan from GM) but it's like a rock. My engine's 31 years old with no rebuilds as far as I know, I think I even pulled out the original thermostat last year lol. And there's nothing like saying you have a big block.
I'll also put one more vote in for the 460. Not so great on mileage but enough power to take on anything and (not to steal a slogan from GM) but it's like a rock. My engine's 31 years old with no rebuilds as far as I know, I think I even pulled out the original thermostat last year lol. And there's nothing like saying you have a big block.
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From: North Carolina
Basing an entire swap or rebuild off a motor with low oil pressure is pointless, cause in most cases that is easily solved with an aftermarket Hi-Flow pump. And as far as reliablility dont count the 400 out. The one that is currentley in my truck sat for about 3 1/2-4 years before being started, it cranked for about 15 seconds and fired right up. Havent even touched it as of now and it runs like a champ, hit 90 mph right after gettin it started(stopped there due to front end being out of line). And hell if you wanna get rid of the 400, why go down in size? Get the 460. There is no replacement for displacement (tuners can just screw off for all i care).
MSEE
Joined: Apr 2004
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From: Austin, TX
I'd probably go with the 400; personally I don't think the 302 is a very good truck engine. 1971 is a desireable year for 400s, because from 1972 and on there were a lot of modifications to pass emissions regulations and run on unleaded gasoline, which ultimately brought on a reduction in performance (lower compression, keyed camshaft gear to retard timing, etc).