From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 302 parts compatible?
Date: Fri, 01 Jan 93 20:30:20 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 01 15:30:16
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X-Gifs-To: met@sunset.cse.nau.edu
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-> Let me first say that you are certainly knowledgable on all things
-> Ford so the next time I'm in an argument about size, weights, history
-> and so on, I'll be sure to email you before I open my mouth. :-)

 <grin>  Not to worry.  I've recently been organizing all my Ford
material and typing it into my big datafile.  That's brought everything
up fresh in my memory, including much stuff I'd either simply not paid
any attention to or simply forgotten.  For the next few months I'll be
Mr. Ford Expert, and then I'll start putting my foot in my mouth again.


-> anything V8. The big reason for dropping the Ford was our move
-> (albeit reluctant) to unleaded petrol and the costs of converting the
-> motor.

 I think that's basically why Ford dropped the 351C here after only five
years.  The EPA had Detroit in a state of terror, OPEC had cut off our
oil supply, the economy was going to hell, and Ford was sitting there
with *three* different 351 cubic inch motors and the hassle of plugging
them up to the satisfaction of the Smog Nazis.  Since the 302 and 351W
shared a common basic head design, it was probably much cheaper to
develop the Windsors.  Also, the Cleveland had been developed as a
performance motor and was never happy in low CR, short cammed form
pulling around LTD and Torino portable living rooms.  Performance had a
bad name in 1974, so the Cleveland got the axe.


-> The 351C and 302C Australian are no different to view - they look
-> identical and many rely on the engine stamp to tell whether it is a
-> 351 or a 302.

 Hmm.  You might take a piece of coat hanger and bend it into a special
Australian 302C Determination Tool.  Take a 351, insert the wire in a
plug hole, rotate the engine until that cylinder is at BDC, and make a
bend in the wire.  Then simply remove a plug and stick the wire in an
unknown engine to determine the stroke.  With 1/2 inch difference it
would be easy.


-> As to the American one, some found their way to the original GTs and
-> as a consequence are rare as hen's teeth. I did see an original
-> American 351C a long time ago but don't recall any discernable
-> difference externally.

 The US motors will have a casting number, probably down by the starter,
something like C8OZ or D2OZ.  The C8 is 1968, D2 is 1972, etc.
Australian parts usually have different part numbers, like A1970-xxxx.
The 302-C conrods have Aussie-style part numbers forged in.


-> Sheez, have you expose a niche market for me?? Anybody want to buy a
-> 2 or 4 bolt 302 or 351C???

 Shipping eats you alive!  But if you decide to do it, don't forget to
throw in some 302-C cranks and rods and some of those nice closed
chamber 2V heads.  And the dual-disc hydraulic clutches.  And don't
forget the aluminum wheels - I've seen several Oz magazines claim
Australia had the lowest prices in the world for aluminum wheels.


-> I knew a guy who worked in the Ford casting plant in Geelong,
-> Victoria (I think?) who remarked once that they dropped one from a
-> great height and it didn't show a crack - indicating that they were

 I cast up a Carter AFB-to-Hitachi 4bbl carb adapter yesterday, to adapt
a real carb to my wife's ailing RX7.  I was melting some aluminum scrap
I had, and ran out.  There was an old aluminum Vega engine block out by
the shed, and it had a few tabs and ears on it I figured I might be able
to knock off with a hammer.  I walloped it and broke off half the oil
pan rail.  Didn't take long to reduce it to and subsequently to molten
aluminum.
                                                                                                                           

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod