|06-09-2011 01:33 AM|
The head on the 300 is pretty restrictive and even hogged out as much as you dare port isn't capable of supporting much over 300 hp. There were some furnace brazed 351C heads made for them that would allow for a pretty radical engine build, rare and expensive.
|06-08-2011 10:59 PM|
Even ignoring your faulty assumptions, what you are saying cannot be taken seriously- there are too many variables when you just say "300 inline 6" and "302 Ford".
And you cannot judge all 302's and all 300 I6's by what Momma's 302 does compared to your 300. Besides, she told me that she was sandbagging just to let you win for a change.
|06-08-2011 10:28 PM|
|06-08-2011 09:49 PM|
|lucaspride||the 300 in line 6s has less strian on the motor cause the pistons aind going at a angle so there for it has more power cuase of less strain on the motor now if you have a low geared tranny hocked to the in line 6 the 302 will out run it but if you up grade the tranny no it will not|
|06-05-2011 07:34 PM|
|06-05-2011 05:43 PM|
|lucaspride||and nither of our trucks are any were ner stock the 302 is alot newer and has racing cams and **** and the 300 just a new tranny and carborator and its a long wheel base|
|06-05-2011 02:24 PM|
|killerformula||I tend to agree, I think if you look at a same year comparison the 302 will actually almost always make more power. There's a reason the 6 was a base engine and the v8 was an option. It's a good mill don't get me wrong but let's not start start the myth factory here...|
|06-03-2011 02:23 PM|
Apples to apricots.
|06-03-2011 02:18 PM|
the 300 in line 6 has more horse power then the 302 it is well worth fixing my 78 has the in line 6 in it and it has out run my moms 87 with the 302 many many times trust me
|01-28-2011 12:05 AM|
Napa doesn't have the warranty, but they don't seem to sell as much cheap crud either. Kinda like Harbor Freight.... there is a time and a place for cheap tools, but you get what you pay for!
I'll know tomorrow if the Napa one fits, but it looks way better when compared to the old one. I even bought the driver-side because they look way beefier than the other ones I had purchased.
|01-27-2011 08:03 PM|
Might not even be the right part.
2 bolts and a bead ought to hold it fine. Or just drill the extra hole, if it's not too hard to get to the underside to tighten it. But I would weld it and be done.
|01-27-2011 04:21 PM|
Motor mounts don't fit the 300 L6? 1995
So I went to two places, AutoZone and Carquest, and bought passenger side motor mounts. They are both a bit cheesy, and who knows... maybe are made by the same people (different packaging of course)...
The are off by over an inch on the top (of three) bolts. The bottom two line up... but the top one isn't even close!
|01-25-2011 01:38 PM|
A little bit more background. 1450 is sort of a "sportsman class" without any rules (well, it depends who you ask). There are guys in Fords running chevy motors and nobody is policing anything right now, and that's fine with most of us.
I have been racing for 10 years, but in a full-size Bronco with a mildly-built 351. I acquired this truck CHEAP with some good stuff on it, but I don't have the dough to build another 351.
I also like the idea of the light motor and weight/horse-power ratio (especially the low-end torque I keep hearing about).
I may not be all that competitive, but last year, 71 trucks showed up at the biggest race of the year (Battle at Primm, NV)... www.snoreracing.net.). At the end of the two days, only 15 trucks got enough laps in on both days to get a "finish". There are a LOT of roll-overs and more break-downs... so if I use my racing experience and a mild powerplant, I could at least make a showing...
It's also the first race of the year, so I need to start now and get some points without spending a lot of $$.
SO... I ordered the Offenhauser dual plane intake and a Mallory Unilite that I've been told by mallory and Clifford will work. This will be my interim solution. As for carb, I'm going to pull the Holley Street Avenger off my Bronco (it needs to come off anyway since I just realized it's parked under a tree and some idiot took the aircleaner off (me). I will put this Holley on and see how it runs. I think it's a 650, but not sure. My dad bought it for the race team but has since passed away.
Let's see how it runs with the intake, headers, Unilite, and my other holley.
Thanks again for the input above!
|01-24-2011 07:30 PM|
One of the more desirable engines for an older Ford PU is a 410, a 390 FE with the 428 crankshaft. It gives you an engine with a 4.050 bore, and a 3.98 stroke.
The inline 6 has a bore of 4.00, and the same 3.98 stroke.
So essentially you have 3/4 of a 400 inch V8. I think I would leave the 300 six in the truck. I think it would be a step backwards to replace it with a 302.
|01-24-2011 04:01 PM|
Getting back to your questions, you already have a header, so in for a dime, in for a dollar at this point, right?
For a 4-barrel carb, I would favor a 390 cfm Holley. This is IF a 4-barrel was needed. BIG "if".
In your case, I would prefer a 2300 Holley 2-barrel. They're used extensively for off road racing, there are tons of tuning parts available, they're available in the aftermarket in 350 and 500 cfm. Even the 350 cfm would be plenty of carb for a basically stock 300 Ford 6.
At this stage I wouldn't worry all that much about the manifold, as long as it can be made to mount the carb. Sure, there's more power to be had in an aftermarket intake- but the cost-to-benefit ratio is outside of what I would be willing to deal with.
I would suggest this:
Get the engine running on a carb, preferably a 2-barrel on the OEM intake w/an adapter, if possible- or swapping out for an older intake that took a carb.
You will also need an earlier distributor in all likelihood. Get it dialed in w/as an aggressive of a timing curve as the engine will allow- this alone is often worth more "real world" usable power than anything else you might do, short of a cam or head work, etc.- and costs virtually nothing.
Once you're up and running, you will soon be able to tell if another 15-25 HP (about the max of what you could expect from a different intake/carb) will make enough difference to have you competitive. If nothing else, the engine can be used to acclimate you to the track and to help you dial in the suspension (which is also worth a lot of performance, but is beyond the scope of this post).
You might can tell I'm somewhat out of my element here (putting it mildly ), so take my words w/a salt shaker- this is more food for thought than any hard, fast recommendations to you as I'm sure you're aware.
In any event, I applaud you taking the road less traveled. Who knows, you might start a trend!
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