are the motor mount orientation for the 300 and 302 the same or totally different?

I have my shoebox chasis setup for a 302, but I'm interested in the 300 for clearance ease and it's different. So my big question is the orientation of the motor mounts for to the two blocks, are they the same or totally different.
I don't know how much modification I need to do in order to set it up

 

are you gonna use the trans from the 302? if you are bolt them together and level engine and build the mounts from block to frame. when you get engine in place you might get lucky and the mounts will be close and need little mods.

 

They are different. 300's are more related to the FE than the 302, in regards to perches.

Either way, I'm sure you'll have to fly blind, and do as 55 dude says.

 

Thanks for the info I don't have much experience with ford drivetrain I was hoping to get an AOD tranny from a crown vic or something similar. I don't know if an early 300 would bolt to that or not. I could find an F250 with a four speed with bow low first gear would sound like a school bus driving around

 

bell pattern for the 300 is the same as the SBF, but use a zero balance flywheel/flexplate. The 300 is also pretty much a truck only engine, so I don't think you'll find anything readily available to put it in a car. (truck engines are offset to the passenger side) Custom all the way, but that's half the fun. Good luck!

 

In the Ford trucks, FE and six used the same frame stands, the 302 stands were in the same location, but 1" lower. You can swap those engines to the other stands, the engine will just sit higher or lower.

 

They did put the 240 in cars, which is the little brother to the 300. I looked at an old Torino wagon with one in it, and it was a stock set up not a swap.

 

250 or 240?
The 300 will sit on the 302 perches in a 2wd truck, not sure how it would fit in anything else? I'm not familiar with the car's set-up, but in a 4x4 truck, the perches have to be moved to the other set of frame holes, which is about 3 or 4 inches forward of the 351M/400 perches (which are the same as the 302) The 300 is about 35.63" long from bell surface to the front of the fan, it's a big engine, lol. That said, I'd just try setting it in there first, and see if it lines up the same.

 

It was a 240, not the intigrated intake 250. And to be honest, it has been the only one I've ever seen! I don't know how many 240's Ford put in cars, it may have been a rare option, I don't know. But all I can say is that if it wasn't factory, sombody did a good job, because everything fit just right! and had that factory install look. I helped a friend swap a 300 into a 78 F-250 4x4, we ended up makeing mouts to fit the 400 towers, it worked out okay, I know each mout had to be made differently though.

 

From Wikipedia...

240

The 240 cu in (3.9 L) six for 1965–1970 full sized cars (continued to 74 in fleet models) and 63-77 trucks produced 150 hp (112 kW). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known as the CSG-639. The 240 had a bore of 4" and a stroke of 3.18".

300

The 300 cu in (4.9 L) six was added for the F-series in 1965. It was essentially a 240 cu in (3.9 L) with a longer stroke. The two engines are nearly identical; the differences are in block dimensions, combustion chamber size, and the rotating assembly. It produced 170 hp (127 kW) (gross). The 300 became the base F-series engine in 1978 at 114 hp (85 kW) (hp number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.
Also during the late sixties and early seventies, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000–20,000 pound (7,000–9,000 kg) range. These 300s were equipped with a higher flow HD (Heavy Duty) exhaust manifold, since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet effective manifolds had higher flow than the electronic fuel injection 4.9 (300) manifolds and some headers.
Engine sizes were converted to metric for 1983, causing the 300 to become the "4.9". Fuel injection and other changes in 1987 pushed output up to 165 hp (123 kW) with 8.8:1 compression. This engine was gradually phased out, ending production in 1996, and was replaced by the Essex V6 in the F-series trucks with their 1997 redesign. However, it was renowned for its durability, low end torque, and ease of service. The 300 4.9 came with the Ford C6, E4OD, ZF S5-42 and S5-47 transmissions, as well as the Mazda built M5OD 5-speed manual transmission, and the Borg-Warner T18 and New Process NP435 4-speed manual transmissions. The 4.9-liter 6-cylinder was built in the Cleveland, Ohio engine plant.
This engine is also used by Stewart and Stevenson in the MA Baggage Tow Tractor (pdf), and Harlan in their standard tow tractors [1], as well as a multitude of other pieces of equipment, such as ski lifts, power generators, wood chippers, tractors, and, until they converted to diesel engines, most UPS trucks. Many UPS trucks still use the 300 to this day.