ok changed my mind .. gonna put a Clevor engine in the 90 ranger .. umm yes a clevor engine using cleavland heads ona 302 block im h/p hungry edelbrock makes a intake for this swap its part number is 7129 for the 5.0 an a 7189 for the 5.8 Keith black makes pistons so you dont have to rerod the 302 with 289 rod an use the old style pistons ive done my research on this an if any Questions please email me at fqnzop@yahoo.com think again at flow numbers when you say this wont work that 5.0 head flow better umm think again the cleavland 2bbl heads an the pistons yield 10.1 compression an flow as good in cast for as a gt 40 head ..with larger valves 219 an 168 an it only gets better from there with little to do it yourself stuff at home you can achieve at least 400 h/p out of this
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302 Clevor engine in 2wd Ranger
- Thread starter 1990 sc
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Special pistons are also needed for correct compression and valve clearances. There are two types; flattops and popups, depending on the compression that you want to get. They are available from KB Performance Pistons, reachable at 800-648-7970 (Note: NOT "Keith Black" pistons, "KB" pistons www.kb-silvolite.com). They enable you to use the stock Windsor rod and work with either 2v or 4v heads.
gotmudd
Well-Known Member
if you want to run that kinda compression[anything over 10:1] you'd best plan on paying thru your nose for fuel to run it, because anything under 97 octane will burn real pretty holes in your brand new pistons
and yes , ibeen there done that with friend who thought it would be "cool" to take a 5.9 diesel and put the heads and intake from a buick 350 so he could have the increased compression, ran all of a week before he melted the pistons
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if you want to run that kinda compression[anything over 10:1] you'd best plan on paying thru your nose for fuel to run it, because anything under 97 octane will burn real pretty holes in your brand new pistons
well, if i recally correctly the stuff to fill it up is avaible around em for about 6.50 a gallon, good old CAM2, leaded race fuel, i love the shit, everyonce and a whiel fi im feeling generous i fill the ranger up with it LOL
bottledgt
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i run 10.8 in a windsor on 93 with nitrous, so id say you're wrong. and you cant compare anything diesel to gas. that just isnt even the same. and as for a clevor 302 vs a 408, id say you are the weakest linkif you want to run that kinda compression[anything over 10:1] you'd best plan on paying thru your nose for fuel to run it, because anything under 97 octane will burn real pretty holes in your brand new pistons
Psychopete
Well-Known Member
it will be fine as far as vacume the aussie head 58 cc the closed american 65 cc the open 76 cc an laff all you want i will run the 10.1 all day on 93 an be fine so * shrugs* laff all you want but you wont be laffin when i run 11. s or better down the strip
Well, all bullshit aside, the 408 will be the better motor.
There's no magic in anything. Same air. 408 cubes is a hell of a lot more than 302 cubes. The 302 would have to be a lot better than the 408--and it won't be. No Cleveland head will be better than what you can get for a Windsor. A 4V Cleveland head would be worth a go--I kept a set up unti about 6-8 years ago when i finally decided I would never build that psuedo Boss 302 and sold them on Ebay.
400hp out of a 302? There's horsepower and then there's horsepower. At one time I calculated the Mean Effective Pressure MEP in a whole bunch of engines--carb, EFI, 4-valve EFI, turbocharged and diesels. It's a kind of theoretical yardstick to compare motors. You can goole MEP or BMEP if you want to know more. Anyway, I used the SAE NET ratings. I found that the best carbed motor made 108psi and the worst made 84psi. If you want to make 400hp with a 302 you need to buzz that baby to 9,500rpm, and the whole system needs to be tuned to run 9,700rpm so it is making it's best power there. You need 4V Cleveland heads with some serious work on them, you need a Holly Dominator 1050cfm carb and a suitable manifold. That 400hp is probably equal to 500hp on an engine dyno because the manufacturer publishes NET--it's as-installed.
Adding throttle body injection--like a Holley Procharger, the MEPS climp up to a 120psi range. That drops you all the way down to 8,700rpm. That's a lot better.
Adding a full-boat MPFI system like what you would find available for a 5.0--you can get 400hp at 7,500rpm with a 140psi MEP. That's going to involve throwing away the Ford parts.
Keep in mind, the 5.0 ran damn well making 225hp at around 140psi MEP--you want to close to doube that. You aren't going to double the MEP--you just want to maintain it and move it up the rpm scale until you get the the horsepower you want.
Now, with a 408cid engine you can have a LOT tamer engine that puts out the same numbers at lower rpms. To run a full-boat MPFI 408 at 400hp--you only have to spin it 5,500rpm. A 302 engine needs 7,500.
If you want to run a carb, you'll need 7,200 with a 408.
Yeah, you can show me dyno runs that are GROSS where such an engine made X number of horsepower. That doesn't compare to what current manufacturers publish. When a stock 4.6 Mustang with 300hp spanks your 400hp Heinz 57, you'll know why.
Always go for the cubes first. That's where your hard earned money gets the most return. Not patching some crap together.
After the cubes, then think about where you are going because you need the heads next.
There's no magic in anything. Same air. 408 cubes is a hell of a lot more than 302 cubes. The 302 would have to be a lot better than the 408--and it won't be. No Cleveland head will be better than what you can get for a Windsor. A 4V Cleveland head would be worth a go--I kept a set up unti about 6-8 years ago when i finally decided I would never build that psuedo Boss 302 and sold them on Ebay.
400hp out of a 302? There's horsepower and then there's horsepower. At one time I calculated the Mean Effective Pressure MEP in a whole bunch of engines--carb, EFI, 4-valve EFI, turbocharged and diesels. It's a kind of theoretical yardstick to compare motors. You can goole MEP or BMEP if you want to know more. Anyway, I used the SAE NET ratings. I found that the best carbed motor made 108psi and the worst made 84psi. If you want to make 400hp with a 302 you need to buzz that baby to 9,500rpm, and the whole system needs to be tuned to run 9,700rpm so it is making it's best power there. You need 4V Cleveland heads with some serious work on them, you need a Holly Dominator 1050cfm carb and a suitable manifold. That 400hp is probably equal to 500hp on an engine dyno because the manufacturer publishes NET--it's as-installed.
Adding throttle body injection--like a Holley Procharger, the MEPS climp up to a 120psi range. That drops you all the way down to 8,700rpm. That's a lot better.
Adding a full-boat MPFI system like what you would find available for a 5.0--you can get 400hp at 7,500rpm with a 140psi MEP. That's going to involve throwing away the Ford parts.
Keep in mind, the 5.0 ran damn well making 225hp at around 140psi MEP--you want to close to doube that. You aren't going to double the MEP--you just want to maintain it and move it up the rpm scale until you get the the horsepower you want.
Now, with a 408cid engine you can have a LOT tamer engine that puts out the same numbers at lower rpms. To run a full-boat MPFI 408 at 400hp--you only have to spin it 5,500rpm. A 302 engine needs 7,500.
If you want to run a carb, you'll need 7,200 with a 408.
Yeah, you can show me dyno runs that are GROSS where such an engine made X number of horsepower. That doesn't compare to what current manufacturers publish. When a stock 4.6 Mustang with 300hp spanks your 400hp Heinz 57, you'll know why.
Always go for the cubes first. That's where your hard earned money gets the most return. Not patching some crap together.
After the cubes, then think about where you are going because you need the heads next.
baddad457
Well-Known Member
if you want to run that kinda compression[anything over 10:1] you'd best plan on paying thru your nose for fuel to run it, because anything under 97 octane will burn real pretty holes in your brand new pistons
My 10.4 to 1 331 runs fine on 93 octane pump gas. 89 too, if I back off the timing a bit. My 68 Merc was fine with 89 and 10.25 to 1.
Just check out the power produced by the CHI-headed 408 stroker. The combination of the 4-inch stroker crank, a healthy compression ratio, and the right cam profile made for one impressive powerplant. Top off the combination with a set of trick CHI 3V Cleveland cylinder heads and matching single-plane intake and you have the makings of one serious street engine. Despite the relatively high static - compression ratio, this motor produced 660hp and nearly 600 ft-lb of torque running on 91 - octane pump gas.
as far as the " just putting crap togather " not happining. i am following a strict guideline of Jon Kaas on my 408.. yes i have a 302 also .. but in drag racing there is no replacement for displacement so going with the 408 not using cheesy parts Just check out the power produced by the CHI-headed 408 stroker. The combination of the 4-inch stroker crank, a healthy compression ratio, and the right cam profile made for one impressive powerplant. Top off the combination with a set of trick CHI 3V Cleveland cylinder heads and matching single-plane intake and you have the makings of one serious street engine. Despite the relatively high static - compression ratio, this motor produced 660hp and nearly 600 ft-lb of torque running on 91 - octane pump gas.
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