302 in a jeep???

has anyone put or know anything about putting a 302 out of a ford....Mustang,truck...i am thinking about doing the swap and am wandering if anyone knows much about this. thanks

 

302 is a good V8 for a Jeep since the distributor is in the front. Advanced Adapters has the parts for Ford conversions (Novak should have it as well). You will need a long shaft T-90 trans. IIRC, it is the same shaft length as the Dauntless and will bolt up to the adapter. (check me on that --not sure)

Alot of engine in a little short wheelbase Jeep!

 

I had a 289 V-8 in my Jeep when I bought it. I didn't like the way it fit. I replaced it with a V-6.
You should have seen how much smoke came out the valve cover on that V-8.

 

the ford 302 is my favorite engine with the 351C a close second. good luck with your project.

 

I was considering putting a 351w that I have in my 66, but it just didn't look like it would fit. Maybe there is a way to shoehorn it in, but I gave up on the idea.

 

A 289 and a 302 are the same motor. A 302 is a mildly stroked 289. The blocks are the same. In mid 68 Ford discountinued the 289 and replaced it with the 302. As a matter of fact, my 68 mustang has a block that is stamped "302" in the lifter valley, but in fact it has a 289 crank, thus is a 289.

 

my good friend justin has a 302 in his 74 he is a new member here, his screen name is "justin"

 

does anyone know if it will even fit in a 64 flat fender??? this is my biggest concern thanks

 

Thought you were honymoonin', takin a break?

 

Man how can you compare a 302, unless it is a Boss to the 351 Cleveland, now I'm no die hard Ford guy but I have to admit the 351 Cleveland was one of the strongest power plants ever conceived, Chysler engineer's considered it to be the only engine ever built to rival the Hemi in its power making ability. The 4V 351 C heads could flow more air thru them in stock form on a flow bench then any ported Big block Chevy head ever built up until about 1985, there was not a stock head ever manufactured until about this point that would match there flow capacity for racing in stock form, I have actually seen these engines make 800-900 hp and turn to 9500 rpm and still be fairly streetable.
Just so you know I have owned a 289 powered Mustang and my current ski boat has a 302 Windsor motor in it.

You do realize that a 302 Boss was a Windsor motor with Cleveland heads on it.

 

McRuff,

I had a '65 mustang that had a tired 289. I put in a 302 from a 70 Torino ($50) with over 100k miles into the Mustang and drove and drag raced it for 8 years in ET brackets. Nothing ever broke, never had to fix anything with the engine, it never burned oil. My friends had to fix their chevy and mopar broken cranks, connecting rods and so on. Its my favorite engine for its inexpensive faithful service during the years I had very little money.

I agree with you about the 351 Cleveland. I also think it was the best engine ever made. I had one in my 1977 f-250 (I specifically looked for that year because it was the first year for the 351C -- previous years had the 360 dog engine). I put in a holley and eldelbrock manifold and headers and left everything else stock -- people came up to me after dune climbing to see what was under the hood of that huge black ford with the lumber rack.

I can't imagine a 351 Cleveland being a practical swap into a jeep, but the 302? sure.

I think the 351 Windsor and Boss 302 engines are somewhat highly strung and high maintaince and not ideal for a daily driver. Do you agree?

 

The boss 302 yes but the 351 windsor is no more radical than a stock 2bl 302, much tamer than a 289 K motor out of the Mustangs, as they had solid lifter cams and pretty radical cam timing and higher compression.
In fact my dads boat had a 351 Windsor in it from the factory, very good marine motor.

You do realize there is a huge difference from a Windsor to a Cleveland motor, Cleveland motors have canted valves and about 3/8" larger intake valves along with larger exhaust valves and ports that are probably 25% larger and much higher compression, especially in the 4V heads.
Probably what you had in your truck was a 351M which is a low performance version of a 351C, the 351C to my knowledge was never put into a truck from the factory, way to radical, they wer reserved mainly for the Torino's, Mustangs, and Ranchero and the large cars.
The 351C was built from 71-74 then the 351M took its place.

 

sure, a 351C (or M for "smog motor"?) looks like a huge big block engine while the 351W looked like a 302 on steriods! You're may be right about the "m" classification. The stock 351 C/M got 8-9 mpg in the f-250 and when I upgraded to the Holley (double pumper!) and eldelbrock, it went up to about 12 mpg and it had an godly amount of torque . . . I'd be in third gear at the bottom of a huge dune going not so fast and and lumber all the way up the hill without shifting gears or changing speed.

the 351W was a troublesome-to-ge-running-right engine for at least 2 of my friends . . . but you know maybe it was not a mechanical thing but an owner thing???

 

The 351W is basically a 302 block with a 1" higher deck. I've extensive experience with these motors(used to work in an early Bronco specialty shop) and have found them to be every bit as reliable as their 302 sibbling.

 

No personal experience with this, but I believe the SBC is an easier swap than the SBF becasue of the overall length and the front-sump pan of the SBF. A pan from a Bronco will fix the sump location problem.

 

Here's a '60 with a 302

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=6280&item=2497259572&rd=1

 

I would like to revive this old thread and continue on.

I am building a 302w for my early CJ5. I have measured and measured again and i am convinced that i will have to chop into the firewall to clear the V8 heads. The 302w fully assembled, water pump pulley and all, is quite long and i will have to move the radiator as far forward as i possibly can. This itself will take a bit of work. Im starting to freak out a little so here is my plan of attack.

1) Build motor, fully assembled and ready to go.
2) Gather parts for conversion (engine mounts, brackets, adapters etc)
3) wait until i have a bit of cash saved for the project incase something is needed at the last miniute
4) get through rego as a 6 cyl one last time
5) Take the plunge and get started on the motor/gbox swap with 12 months rego up my sleeve.
Here in Australia its a real pain in the *** to let an old vehicle run out f rego and get it back on the road. So its easier to keep it rego'd while the conversion takes place.
I have seen a few flatties with 302w and 350's etc and it can be done. It just takes a lot of work. If i had a later model CJ it would be a peice of cake!

Anyone on here have any suggestions or pics of their set up? The more info and pics and data i can gather now, the easier it will be for me once i get started on the actual install of the 302w.

Cheers all,

...AJ