Anybody know of a book or website that tell what parts are interchangable, on a ford 289 4v ? Just want to make sure I get all the right parts numbers, for the 41 pu.<!-- / message --><!-- sig -->
Have one in my '39 with a T-5 behind it. 3:89 gear in the 9". All smoke through the first 3 gears!! Fun as hell!!!
I have one in my Comet, soon it will be pulled and replaced with a SBC. I already know you dont like it and I dont care.
I actually installed one in a 41 back in the late 70's. I used an Offy adapter and hooked it to the flatty trans and closed driveline. I cut the front sump oil pan right at the oil pump and built a notch to clear the crossmember. I made the pan about 1/4" below the oil pump and went towards the flywheel a few inches to have enough clearance. I used the small 289 exhaust manifolds and ran pipes to them. I even used the original radiator. Besides the oil pan, it wasn't bad. I think I used the original clutck linkage with minor mods. It's been awhile so the details are real fuzzy.
Great engine, I'm running one with a T-5 in my '57 Ranchero and one with a C-6 in my '48 panel truck. The T-5 with a 3.89 rear gear is the best combo.
I'm running a built late model 302 in my 64 comet with a powerdyne supercharger (10 pounds of boost).Ran this engine for 5 years since I built it and never had a problem. This is a 302 i'm building for a 50 ford woody And the injected 347 I put in the 65 comet gasser I built I also ran a 289 in my 64 ranchero gasser for 4 years. It ran strong and trouble free up to the time I sold the engine.
Nobody has said anything about the (5.0 liter) late model 302. Larger port heads and a factory roller cam that free up HP. the late 289s ( except the 271 horse sold cam motor) have tiny exhaust ports. Late model roller motors have much better heads and are a direct bolt on deal. Early heads don't have the egr bump in the port area and thus flow more air
I run a 289 in my 65 Stang built pretty close to Shelby's early motors and its quite a motor! I've never had a problem and it has no trouble walking just about anything on the block...
Packing a 5.0 HO carbed in a A with air . A 94-95 serp system will shorten engine alot . Takes some mods of the A/c brkt but easy work . Just need a good alum welder .
Mine was a 66 fairlane, long tube headers, rev it high...Would put that big ford in the 13's, great motors. I miss the sream it would make...so angry. Ford should go in a ford. Cheers and beers Hodge
Good source. http://www.mre-books.com/interchange/interchange2.html most of the important stuff is right online. Even the little 221 can scream if they have the right porting work done to them.
289's are great, just need better heads like most sbf's, won a lot of races with a mildly modified 289 in a 65 Mustang. As you say, small Fords really need better heads, check this out: http://www.carcraft.com/techarticles/116_0307_ford_302_v8_engine_buildup/index.html 405hp on the dyno from a stock roller-cam 5.0 short block with AFR heads, roller rockers, tri-y headers, and single 4bbl. This would be a whole lot of fun in a light car, and make good mileage with the stock cam.
I have a 289/C4 in my roadster. Snowwhite w/pump kit. It is bored .030 and has an RV cam....390cfm Holley 4bbl and gets about 20 mpg...very light car. I've always had sbc and bbc (few FEs) but this sbf is just the finest little mill. When I told my youngest son I was buying a hot rod with a 289 he said "YUK" (he likes my hopped up sbcs). I advised him to call up Carroll Shelby and discuss the YUK factor with him. as a note - the Snowwhite kit uses the water pump from a 1.9 liter Opel GT....if you get frustrated looking for one of those at your local "three blade hot pink wiper" parts house. Snowwhite ltd has them available brand new....under $70. I ordered a spare, and they had it here in two days. If you buy their kit...it comes with all necessary gaskets and the swell aluminum adaptor plate. Guy I talked to on the phone was bigtime knowledgeable and helpful. "ask, and ye shall receive" - 310 days as a nonsmoker I highly recommend it. dj
Here's mine; 302 crank, trik flow aluminum heads, 282 cam, dual point dist....I kill it with a 270 (something) rear gear. But I drive it all day long has good exceleration, good fuel economy and the motor works all day long and doesnt even feel it.
Silly idea! Cannot be done. Here is my 302 with 289 heads in my 35 Ford PU. Should be pretty similar.........as in identical. Just dont set it back as far as I did.
Sorry, no 289. But I'm running 302 with Comp Cam, MSD, Holley, headers, and some head-work. 2800 stall. C6, 9" and 3.71. Ruff and tuff. Revs up fast and smokes 'em all the way through the gear range. 'Course it's a shortbed truck w/no tailgate and rear bumper. The rear end is very light. About time for some new tires.
The 289 I'm running in my Comet still has the factory bottom end in it and I rev it to 6 grand at least once a week. Says something for the 41 year old bearings and rod bolts. I've added an edelbrock rpm cam and heads, torker intake and 600 edelbrock carb and it screams. Also weighs the same as the sixer it replaced after all the aluminum and a set of headers.
I had both a 289 and 302 in my '66 mustang. The stock early 302 went in first, after that started getting tired I rebuilt a 289 to as close to the HiPro cam specs as I could get, 600cfm holley carb, manifold, and headers. Best running engine I have ever had. Pulled it and put the 302 back in before I sold it. The 289 ended up in a friends Stude pickup. I have since rebuild another one matched with a early AOD that I am putting in the T-Bucket. Love those engines.
Hey man what are those mounts I circled in your pic? That's EXACTLY what I need for my steering setup.
One of the Broncos I let go was a '66 with a small block in it. The bobtail was a 6er, so I was curious what the V8 was, but I was too lazy to clean the mud off it to track down any casting numbers. So I asked an old gearhead if there was any easy way to tell the difference externally between a 302 and a 289. He just told me something like 'stand on the fucker- the 302 will float at about 5000-5500. If it's a 289, it'll keep revving til it scares the shit out of you.' He was right, the damned thing would go up to 6000 easy and often. I flogged that fucker for a summer then sold it- I knew I was going to grenade it sooner or later. I wish I had another fresher 289, but I've got a brand new (still has the crosshatch in the cylinders) 5.0 long block pulled out of a hail damaged '94 Cobra R Mustang that I'm going to use in the '32, basically mimicking the Car Craft 400HP recipe cited above with the exception of an aftermarket cam- though not all that radical, I'm pretty big on building an engine that will run on the cheap shit. And fuck yes you should put a Ford in a Ford- I'm a whore when it comes to brands but I am sick and fucking tired of seeing just another damned SBC in everything! Read up this link that was posted a few days ago on how to build a solid 289/302 for $1500- http://www.mustangsandmore.com/ubb/BudgetSmallBlock.html It's just a damned 40 year old small block, it's not a rocket ship. Basic proven build methods are still the best. Add a set of AFR heads to that build and you've got one hell of a screamer. Get this book also- http://www.motorbooks.com/Store/ProductDetails_40322.ncm It's basically just a collection of 30-something year old Hot Rod Magazine articles on the SBF, but they are solid in their information.
Uh, I'm not so sure. I have some K-code 271hp heads, they have the same size ports. I have late model 302 heads, and early 351w heads, all the same small exaust ports. The later 302 heads have better burning combustion chambers. Even the 69-70 351w heads have bigger intake ports, and bigger valves, but small exaust ports. For good exaust I believe you are either buying aftermarket heads, or porting. There is plenty of metal for porting. or, maybe I'm wrong.
I had a 289 with a C4 in my 40 Coupe for years. Engine fit fine and only had to bubble the firewall on the passenger side because of the head stager. C4 fit without having to split the wishbone. I now have a 350 in the same car but I installed a bitchen firewall and had to do a small amount of frame work for the 350th trany. Didn't change the foot room at all. Reason for changing; just couldn't get the power out of the 289 above 70 mph and it was built to the specs of the HO289. I also have a 40 pickup with a 350 and the firewall is stock and so is the floorboards. No leg room problem but I'm only 5'10" Tall
I have a 302 roller motor and T5 in my T, '71 Windsor heads with Chevy valves and a little port work. A motorsports E303 cam and an old swap meet Edelbrock intake. Had some old finned Edelbrock valve covers but they won't clear the roller rockers so looks like I'm going to have to make some spacers. Has the early 260-289 front cover and water pump assembly on it.
Go to www.half.com and click on books and put: Ford engine parts interchange, in search,around $15 with shipping.
Nobody has said anything about the (5.0 liter) late model 302. Larger port heads and a factory roller cam that free up HP. the late 289s ( except the 271 horse sold cam motor) have tiny exhaust ports. Late model roller motors have much better heads and are a direct bolt on deal. Early heads don't have the egr bump in the port area and thus flow more air No, you are not wrong. One of the sore points of a SBF is the unavailability of a decent cylinder head. It will either be a modified head, BOSS 302 or a CLEVOR conversion.
302/c4 going in my fity 2 f-1 I could not put a chevy motor in my ford.. just couldn't lower my standards that much. I have always had good luck with all my ford engines....
The Jalopy Journal
