My 64 Galaxie has a real good running 302 but I am wanting to add more power to her. I would like a recommendation please on heads, 4 barrel carb and intake. Not the break-the-bank version though please as I have limited funds. I can do a little at the time if need be, and save up some more money then start back. Thanks y'all By the way, here is a picture or two.
No subs***ute for cubic inches, especially in full size (read heavy) car like yours. Your best bet might be to find a good 351 and drop it into that beauty.
Edelbrock performer intake, Holley 600 v/c carb, headers should be easy on a full size Ford which you have. All this stuff should be dead easy to find used as your on a budget.
I just lost out on a 390 I would be open to a change just probably more a cost thing I guess. Thanks for that advice, I do agree with you.
I have been pricing a few engines out and will keep looking at the differences in cost of replacement vs upgrade the 302. Thanks for helping out
Just be aware , 64 has 5 bolt bellhousing , if using 351w or 302 you will need bellhousing swap and probability need different trans also . Save $$ and purchase FE and FMX or preferred C6 swap , you will way more pleased at the finish-line.
If your transmission will bolt up to a 351, that would be the way I would go. Keep driving it and shop for a 351 to build on your budget. Maybe slap a 4 barrel on it and have the distributor set up to hold you over. They make some nice stroker kits for the 351 that should move that barge down the road nicely. JMO.
I have a buddy that went rodding around with me one day in his 64 1/2 M_____ng. The next week he bought a Paxton supercharger and it did improve things according to him. I was watching in my mirror and it did appear closer than the week before.
What rear end ratio it has now? If 3:1 change it something 3.5-3.7 and swap aod transmission. I had a custom 500 with 3.55 ratio and 289. Swapped aod and carefull tuneup for engine. It was no dog and goes smoothly 70mph.
Since you have the 302, a 351 would be a bolt-in swap. With the difference in the block height, some exhaust work would be required. That is a nice looking 64 and although pricey, a 390 would be cool.
If you can't find a 351W, their heads (iron though) are a cheap bolt on to the 302 with better breathing.
Late 351 heads are the same as late 302 heads, except the 351 uses larger diameter head bolts, so the holes are larger. it’s really only the early 69-71ish) 351 heads that have the larger, better flowing ports and valves, and those early heads don’t have hardened seats. Further explanation on the five bolt vs later six bolt bellhousing: If your engine is in fact a 302, it will have a six bolt bellhousing pattern, as do all SBF engines from 1965 and later. However , just like all sbc engines are Corvette engines when someone is selling, all SBF engines become 302s. If the car has the original engine, it’s a 289 with a five bolt bellhousing, and a later engine will require some work arounds if you choose to update.
For starters you should define your budget. For what I suggested it would be around $500 give or take. An engine swap 351 or a big block would be considerably more expensive.
I was thinking somewhere around your $ estimate too. I am weighing my options as all y'all have advised.
I am so grateful for all your suggestions on the 64. The engine was changed by a PO to a 302, that I am pretty certain of.
The 64 is a big, heavy car and there isn't any subs***ute for cubic inches. However, I'd probably opt for a 429 or 460 over and FE. I worked at a Linclon/Mercury deale when the 429 and 460's came out. They had quite a lot more power than a run of the mill 390, 410, 428.
The original size engine can be determined by the 5th digit of the VIN. C would be 289, X or Z would be 352/390. P,Q,R would be gold. @RmK57 gave you probably the best advice for a budget. After about 1973, there wasn't much difference in 351/302 heads and even the E7/GT40/GT40P heads that came out later. Depending on what year your engine is, swapping to later heads could result in lower compression. Windsor engines can get complicated when swapping out heads to a different year. Tom Monroe's book would give you all of the combinations that you could use, and every head from a 221-351 will bolt on. Since your dipstick is in the timing cover, your engine is most likely late 70's or early 80s since Ford went to a dipstick in the block in 83 or so. The rear end ratio can also be determined by the door tag. A 1 under "axle" would be 3.00 to 1, which is most likely what you have.
That's some pretty awesome information right there. I appreciate that so very much! I will look a little closer and see what I have here
You are dealing with a lot of unknowns until you dis***emble the engine. You could have a low compression smogger short block, early cylinder heads with adjustable rockers, later heads with pedestal rockers and so on. Until you get some good info, everything is a guessing game. If you look at the last gen of that engine, they had smaller high velocity ports and long runner intakes to develop low end power which is where we drive much of the time. A single plane intake will go the wrong way with low end power. Any of the modern 2 plane intakes with a 500 to 600 cfm 4 barrel will give good results. If your piston and chamber size gives less than 9-1 compression which is highly likely, it will be weak on lower end. The early model timing cover makes me think you have a pieced together engine so until you do more research, I don't think any recommendations can be accurate. I know what it's like to be young and have limited funds. Usually that means broke. LOL. Having the engine tuned properly and everything working as it should would be the 1st step towards happiness. I have owned several of that era Fords and they are quite heavy. Finding out what rear gear ratio you actually have would be one of the 1st things that I would do. I'm of the theory that if the engine is good, I would lean towards a 3:73 or 3:90 rear gear and installing a t5 trans with the 3:35 1st gear. You might enjoy driving it more that way. Be patient and good luck with your choices.
The Jalopy Journal
