First of all, thanks to all of you who responded to
the inquiry. I really appreciate the benefit of your
experience and recollections.
As Lilly Thomlin once said, "I always wanted to be
somebody ... I should have been more specific".
In retrospect, I should have been more specific in
proposing my original question.
I have sitting on an engine stand in the garage a High
Performance 289 that I built a couple years ago. I
had installed it in a '64 Falcon 2d ht with automatic
and 456 gears. It was a cruiser (short cruises) and
ran the high 12s in the quarter mile. It is a Mexican
302 block, has ported early 351 W heads w larger
valves, pop up pistons and LeMans solid cam, Hipo
rods, yadda yadda yadda. I believe the little bugger
cranks out a good 375 hp or more. It's compression
ratio is about 11:1. It would almost be a drop in ...
in the Tiger. And I don't think it would have much
trouble turning tires on the Tiger. But I would need
to blend a little 110 octane race fuel with every tank
fill. (It is available here).
I'm not one of these guys that can leave well enough
alone. There are a couple of us our here (and you
know who you are)! I'm a casual collector of Ford
performance parts and am always dreaming of that next
performance engine that I could put together from the
parts I have squirreled away.
I have another standard bore Mexican 302 block just
sitting in the garage gathering dust. I also have a
set of NOS Motorsport C302b aluminum heads that have
been ported by Robert Yates! The heads were custom
ported for a 326 TransAm motor but never made it to
the track. Of note is they have a raised port
exhaust. The port cross section is MUCH smaller than
the Boss 302 heads. They have very high velocity
flows at all lifts and outflow the Boss 302 heads at
all comparable valve lift heights. Without getting
out the flow sheet, I do remember that at .600" inch
valve lift, they flow 324 cfm intake and 248 cfm on
exhaust. I also happen to have a Roush Boss 302
single plane intake which can easily be modified
(epoxyied)(well, my buddy the profession head porter
might not agree) to match the rectangular intake ports
of the heads. (I might be better off with a modified
garden variety dual plane Boss 302 intake). Also
happen to have a set of Titanium valves for the heads.
These head take standard Cleveland valve train parts.
(Sorry for waxing on and on). Just trying a few more
colors in this picture.
So here is my thinking. If I put this little engine
together, it should resemble the Boss 302 in height,
length and width, with the exception that the exhaust
port outlets are raised about .600" over the Boss
ports. Will this cause me a problem with headers?
I'm thinking I can build the machine (maybe 331 cu
in) in a compression ratio around 10:1, use pump gas,
have great throttle response and never have to rev the
little dickens over 6,200 rpm to pass granny on the
freeway.
Now will someone please bring me back to reality.
Thanks again for your patience ... you are a truly
certified car nut with the patience of Job if you have
read down this far.
Gene
=====
Gene Sokolowski
4845 Crestview Dr.
Sioux City, Iowa 51104
(712) 239-4718
B9472068
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