In a message dated 02/22/00 6:09:25 PM, Laifman@Flash.Net writes:
<< I wonder how much you can stroke a 260 before your crank is hitting the
block?
Stroker cranks already made for 289/302's are a bolt-in, but watch the balance
weight. A little dynamic balancing, and some lead in the crank never hurts.
PAW offers a 355 CID short and long block kit using a 302 +0.030 block, 3.48
stroke (stock is 3.00), Factory forged steel shot peened rods with special
pins
and bolts, Hypereutectic pistons, sealed power stainless + iron rings,
Clevite 77
bearings, choice of cams, chains, gears, electronically balanced. Available
in
.040 and .060 overbore for another 5 CID (Don't do it). This is a
short-block kit
for $2895, or a long block with 1.94/1.60 valves etc. for $3395.
Now that 3.48 stroke on your 260's 3.8 bore will give you 316 CID. Not too
shabby, and the 260 block does have thicker walls than a 289 (but not enough
for a
4.0 in bore, but enough more that the factory will allow 0.060 overbore on a
260,
but only 0.040 on a 289. Check the Tiger Workshop Manual (2nd edition
covering
both MkI thru MkII).
A complete new Ford Motorsport 302 with roller cam and aluminum GT-40 heads is
$2995, (315 HP), and a 351 version, with 385 hP is $4695, New.
I'd much prefer the Ferrari V-12, or at least a Viper V-10. {9->
--
Steve Laifman < Find out what is most >
B9472289 < important in your life >
< and don't let it get away!>
Bob Palmer wrote:
> Dear E2C,
>
> Just about everyone on the List will have a different answer to this
> perennial question, and the answer depends a lot on what you choose to hold
> constant. With the Tiger, space is even more of an issue than weight. I
> suppose if you were willing to stop an nothing, then you could probably
> install a 427 side oiler with OHC heads and it would go like stink - at
> least in a (hopefully!) straight line. On the other hand, if you aren't
> willing to chop away at the sheet metal, then you can't really even use
> BOSS 302 heads, to say nothing of the problem of routing the exhaust
> headers. Given that you want to keep the car pristine, then there are two
> basic ways to go: more cubes or more revs. Several Tiger owners have
> stroked their engines up to 347 cu. in. On the other hand, I've known some
> 260's that were capable of running in the 8 grand range all afternoon and
> kicked some pretty serious butt. The stroker motor probably makes a better
> street machine though. Probably the most cost-effective way to go is with a
> HO 302 crate motor. You will need to get some of the earlier parts like
> timing chain cover and water pump, but it's a pretty straightforward
> installation and you can't beat the price to power ratio.
>
> Anybody else want to chime in?
>
> Bob
>
> At 04:31 PM 2/22/00 -0500, E2CFlyr@aol.com wrote:
> >I am just wondering if the disadvantage of weight is minimal in comparison
> >to the advantage of horsepower gained in a bigger engine. From a 289 to
> >something bigger is a dramatic change in weight isn't it? Or is it common
> >to merely change the heads ond keep the block? Thanks for the info ahead
> >of time.
>
> Robert L. Palmer
> UCSD, Dept. of AMES
> 619-822-1037 (o)
> 760-599-9927 (h)
> rpalmer@ucsd.edu
> rpalmer@cts.com
Anybody else want to chime in?
Sure. I wish I had known of this place before I started building my stroker.
If it were a little closer to Ohio than Texas...
<<http://www.ford-power.com>>
Engines section is at<< http://www.ford-power.com/engines.htm>>
330HP/302
* New factory 302 roller block (std 4.00 bore size)
* Ford 302 cast crank
* Eagle forged rods with 3/8 ARP rod bolts
* TRW 9.5:1 hypereutectic pistons
* Sealed Power rings
* Motorsport B303 roller cam .480" lift/224 @ .050"
* New hydraulic roller lifters
* Heavy duty Cloyes timing set
* Clevite 77 bearings
* Hi vol oil pump
* Fel Pro gaskets
* New head bolts
* New World Products Windsor Jr. heads
* New 1.94 stainless intake valves
* New 1.60 stainless exhaust valves
* Screw in studs and guideplates
* New springs, retainers and locks
* New Comp Cams pushrods
* New Crane "Hi Intensity" roller rocker arms
* New Ford harmonic balancer
* New flexplate for automatic trans (std trans flywheel extra)
* Balanced, blueprinted and assembled
* only $2999
------------------------------------------------------------------------
>
370HP/347 stroker
* New factory 302 roller block (std 4.00 bore size)
* New cast steel "stroker" crankshaft (3.40 stroke)
* Eagle rods
* Keith Black hypereutectic pistons (9.5:1 comp)
* Sealed Power rings
* Ford Motorsport roller cam .498" lift, duration 224@.050"
* New hydraulic roller lifters
* New double roller timing set
* Clevite 77 bearings
* High volume oil pump
* Fel-Pro gaskets
* New head bolts
* ARP main bolts
* World Products Windsor heads
* New "2.02" stainless intake valves
* New "1.60" stainless exhaust valves
* Screw in studs and guideplates
* New valve springs, retainers and locks
* Comp Cams pushrods
* Crane "High Intensity" roller rockers
* New flexplate for auto trans (std trans flywheel extra)
* New Ford harmonic balancer
* Balanced, blueprinted and assembled
* only $3999
*upgrades
* Std trans flywheel $150
* Forged pistons $250
* World Products aluminum heads $650
</XMP>
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Date: Tue, 22 Feb 2000 14:57:46 +0000
From: Steve Laifman <Laifman@Flash.Net>
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To: Bob Palmer <rpalmer@ames.ucsd.edu>
CC: E2CFlyr@aol.co >>
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