Anthony, I also think this is a super way to go, and in fact, when I
purchased my second Tiger, it was suppose to have a 289 HiPo. It had
the degreed damper, but I was dubious that it was real a HiPo.
Anyway, I love the HiPo, with solid lifters, and 271 hp, but
unfortunately, there as so few left and very expensive.
The 5.0L/302 offers a cheap hp alternative.
Larry
PS - One day I will disassemble the old motor to see if it has the HiPo
crank, rods, etc., but I know the heads are 302. Damper is the HiPo
special damper.
Anthony & Susan wrote:
> Listeners,
>
> Why not upgrade to something that is period and unique. I am also believer
> in keeping the Tiger as stock as possible. But I still wanted a little more
> go than the 260 has. The Tiger is unique and I wanted something to
> complement it. I was lucky to find a 5 bolt 289 HiPo. It was expensive but I
> couldn't bring myself to throw a crate motor in. At first it looked like a
> big deal. But now that I found out that you can have the Tiger flywheel
> balanced with the bottom end everything else is a bolt on. Including your
> STOCK transmission. As for the mustang myth and all the correctness, this
> 289 HiPo is out of a 65 Comet. 271 Hp stock and bulletproof. A nice fit with
> a 66 MK1A. Sorry to ramble on but after staying quiet after all that 260 &
> 289 HiPo heads are the same crap I had to state an alternative view. Just my
> 02.
>
> Regards,
>
> ANT 66 MK1A
> B382001859LRXFE
>
>
> -----Original Message-----
> From: owner-tigers@autox.team.net [mailto:owner-tigers@autox.team.net]On
> Behalf Of Doug & Rett Leithauser
> Sent: Saturday, April 05, 2003 8:13 AM
> To: gharlowe@comcast.net
> Cc: Tiger List
> Subject: Subject: 289/302 Conversions - My own biased opinion
>
>
> Graham,
> The 260 responds pretty well to normal tweaks such as cam replacement
> (stock cam is VERY mild) , 4bbl carb & manifold & exhaust headers, and
> cylinder head porting. If the engine is already disassembled for rebuilding,
> some addditional compression is available through milling the cylinder heads
> and decking the block. Do not overlook piston to valve clearance, it may be
> necessary to cut valve reliefs in the pistons. It should not be difficult
> to get 200-225 hp without major modification.
> The toploader transmission is very strong & durable. Usually the ratios
> are too close, but wide ratio gears are available, or are standard on late
> model Tigers. With the 260 and toploader you have a car that is original &
> period correct.
> Of course, there is another side to the coin, AKA, the report from the
> devils advocate.
> You can purchase a good running 302 with 5 speed for less than it will cost
> for a good rebuild of the original engine. Any decent 302 will put out more
> power than most of the modified 260s, and if that is not enough, there are
> all kinds of hot rod parts for the 302 that will get you up to 400 hp if
> your wallet is big enough, while a 260 rarely sees 250 hp. You are looking
> at modification ot the transmission tunnel, mount & driveshaft, but what the
> heck, at this point one has already decided that modification is acceptable
> in pursuit of power & driveability. The 5 speed gives more versitile ratios,
> and of course, there is no substitute for cubic inches. Of course, you will
> have to remove the engine to install that 5 speed, so why not do it all at
> once?
> So what will it be, an original powertrain, something that is getting
> rare in the Tigers, or that hot rod 302/5 speed combination?
> Personally, I feel you should keep it stock, or at least period correct,
> but you are the one that has to live with the decision.
>
> Happy Motoring
> Doug Leithauser
>
> Subject: 289/302 Conversions
>
> The last post got me wondering how many folks installed 6-bolt 289s or 302s,
> but kept their 5-bolt 4 speed. I'm close to pulling my 260 as part of the
> resto teardown. I would rebuild it, but the devil has me thinking that if
> the money's going to be spent, should it really be spent on a 140 hp 260?
>>From the cyl head id discussion, it sounds like tweaks to the 260 are
> limited other than going the F4B/4bbl and header route. Pls correct me if
> I'm wrong.
>
> I'm SURE this has been covered, but can the list describe some of the
> challenges to a 289/302 conversion? Adapter plates are available (cost?
> sources?)...but if you install the adapter plate, what else needs to be
> modified? How rare are 5-bolt 289s?
>
> Is that same devil going to be whispering, "Get a T5"?
>
> Thanks for your thoughts...
>
> - - Graham
>
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