v8 information help please
#1
09-09-2005
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v8 information help please
ok well i stumbled on a 1963 ford fairlane with a 260 and im going to be restoring it and i want to rebuild the 260, now ive heard the 260 and 289 are just bout the same excepf for the smaller crank in the 260, and that the heads can be interchanged and stuff from the 289 to the 260.. so i know its a long shot but anyone know anything about these two engines????????/
#2
09-09-2005
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Originally Posted by 92 Ranger
ok well i stumbled on a 1963 ford fairlane with a 260 and im going to be restoring it and i want to rebuild the 260, now ive heard the 260 and 289 are just bout the same excepf for the smaller crank in the 260, and that the heads can be interchanged and stuff from the 289 to the 260.. so i know its a long shot but anyone know anything about these two engines????????/
Actually, the cranks stroke length is different. Manifolds ( intake/exhaust ) and the heads are ' small block ford '. Teh Tranny Bolt patern should be standard 6 bolt SBF as well.
Not much difference from the 289 or 302.
D.
#3
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well thank you so much sir, now the fun part were the heck can i get parts for it? should i just order 289 intake and exhaust manifolds and 289 heads?
and also about the stroke lengths, thast exactly what i was trying to say, but let me be sure that i know what im trying to say, the distance the piston moves is the stroke lengths correct? and with the 289 heads it allows more gas and air mixture into the combustion chamber there for perhaps producing a bit more horse power? should i also order a cam kit? D you are gonna have to be my reference on this one sir, i need your help, i have never dealt with a 260 before..... thanks
and also about the stroke lengths, thast exactly what i was trying to say, but let me be sure that i know what im trying to say, the distance the piston moves is the stroke lengths correct? and with the 289 heads it allows more gas and air mixture into the combustion chamber there for perhaps producing a bit more horse power? should i also order a cam kit? D you are gonna have to be my reference on this one sir, i need your help, i have never dealt with a 260 before..... thanks
#4
09-10-2005
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I'll be outright honest. Carrol Shelby Pushed the 260 in his Original AC's and later for the developement of the 289 from Ford. The 289 had 271 HP from the factory in Leaded form, a 260 topped out at 164HP ( if memory serves me correctly ) . The 260 was a VERY free-revving engine, even more so then a 289, but it just didnt make the powerband needed to stay competitive.
If you have the better half of a 289's top end, your best bet is to grab a diecent 302 shortblock ( or a 289 for that matter ) and have at it.
The 260 was a hybrid of the 221. Bore and stroke of 3.80 X 2.87 . Standard ' small block ford ' pistons will NOT fit , the rods will .
The 221, 260 and 289 all shared SOME common parts ( rods, some cams ) but had different bore sizes. 3.50, 3.80 and 4.00 inches respectivly. Pistons and most crankls are NOT interchangable.
The shortfalls of the 260 :
HP:Weight of the engine alone is dismal to speak lightly. With having such high rev's and low displacement.. its like a honda motor.. NO TORQUE. It was all top end for scaa. Was a **** poor ' drag ' motor. Honestly, I would take a SOHC 4.0 and a Stick tranny and slap around a 260v8.
The Shortfalls of the 289/302:
Even Chevy fans Respect this motor. They respected it so much they cried to GM for the SB2 for production vehicals and were answered with the LS1. The LS1 STILL had problems with the ' SB Ford ' even with its claimes HP advantages. Theres not many shortfalls with the SBFord platform outside of trying to switch ignition systems between Roller and non-roller components ( firing orders are all sorts of different between cam mfgrs ) .
Dimentional / Size / Weight differences, theres not too much difference. A good head/cam package will work and interchange ( watch the heads water jackets from 289 HiPo's tho ) but your still going to loose Torque in a comparrative ratio of displacement and revs.
The ' Stroke ' lengths are the same, but the centering of rods to cylinder bores is what offsets the cranks. Its rumored some are interchangable.. I would like to see the machine work required to rebalance the change-over and what it costs. For the expense and having few boneyards to pick up replacement pieces if a machining failure were to happen.. your also dealing with a 40 year old motor. Steel is strong, but tends to have fatigue.
From your posts, it sounds like you've delt with 289's and 302's before. Its probably the BEST option.
If not for emissions laws in my state, there would be a big block sporting an AFB under my hood.
Collectors would be intrested in that 260. It would generate some revenue to someone doing a resto on a vintage car ( matching numbers always help ) . You might even be able to find a ' swap ' if you do some legwork.
If you have the better half of a 289's top end, your best bet is to grab a diecent 302 shortblock ( or a 289 for that matter ) and have at it.
The 260 was a hybrid of the 221. Bore and stroke of 3.80 X 2.87 . Standard ' small block ford ' pistons will NOT fit , the rods will .
The 221, 260 and 289 all shared SOME common parts ( rods, some cams ) but had different bore sizes. 3.50, 3.80 and 4.00 inches respectivly. Pistons and most crankls are NOT interchangable.
The shortfalls of the 260 :
HP:Weight of the engine alone is dismal to speak lightly. With having such high rev's and low displacement.. its like a honda motor.. NO TORQUE. It was all top end for scaa. Was a **** poor ' drag ' motor. Honestly, I would take a SOHC 4.0 and a Stick tranny and slap around a 260v8.
The Shortfalls of the 289/302:
Even Chevy fans Respect this motor. They respected it so much they cried to GM for the SB2 for production vehicals and were answered with the LS1. The LS1 STILL had problems with the ' SB Ford ' even with its claimes HP advantages. Theres not many shortfalls with the SBFord platform outside of trying to switch ignition systems between Roller and non-roller components ( firing orders are all sorts of different between cam mfgrs ) .
Dimentional / Size / Weight differences, theres not too much difference. A good head/cam package will work and interchange ( watch the heads water jackets from 289 HiPo's tho ) but your still going to loose Torque in a comparrative ratio of displacement and revs.
The ' Stroke ' lengths are the same, but the centering of rods to cylinder bores is what offsets the cranks. Its rumored some are interchangable.. I would like to see the machine work required to rebalance the change-over and what it costs. For the expense and having few boneyards to pick up replacement pieces if a machining failure were to happen.. your also dealing with a 40 year old motor. Steel is strong, but tends to have fatigue.
From your posts, it sounds like you've delt with 289's and 302's before. Its probably the BEST option.
If not for emissions laws in my state, there would be a big block sporting an AFB under my hood.
Collectors would be intrested in that 260. It would generate some revenue to someone doing a resto on a vintage car ( matching numbers always help ) . You might even be able to find a ' swap ' if you do some legwork.
#5
09-10-2005
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Damn.. Now you have me thinking about the AC ' Ace ' and teh history of teh 260...
Time to hit google.. I think there were some Shelby ' Modified ' 260's that made 300 HP in N/A form.. They were never sold in the U.S. though..
"The V8 Ford engines were derived from the ones used in the Fairlane and Fairlane 500, but they were delivered to Shelby in a somewhat 'tweaked' form. Breathing through a single Holley Carburetor and fitted with 'hotter' cams, solid tappets and larger ports, the V8 was good for around 260bhp. For competition use Shelby modified the engine even further. With an increased compression ratio and breathing through four twin-choke Webers figures of 335 bhp could be achieved, with the engine revving up to 9000 rpm. Stunning performance was the result of this very powerful engine, which is reflected by the acceleration and top speed figures. Had Shelby succeeded in building the world's fastest sportscar?"
http://www.ultimatecarpage.com/frame...hp&carnum=2316
"In the mean time, the world's largest manufacturer and Ford's biggest competitor, General Motors worked intensively on building their fastest GT-racer yet. Dubbed Sting Ray, the fastest Corvette to date was set to make its debut at the 1962 Riverside 3-hour race for Grand-Touring cars. Coincedently Shelby's workshop was around the corner of the Riverside track and his competition Cobras were about ready to make their debut as well. So in a weird twist of fate, both GM's and Ford's latest racers made their debut in the same race. In qualifying Shelby took the wheel of one of the two Cobras entered and shocked the crowd and even more so GM's racing division by lapping over four seconds faster than the fastest Sting Ray. In the race Bill Krause had built up a lead of over 30 seconds in the first 30 minutes. He was forced to retire when a wheel came off and in doing so he handed the victory to one of the Sting Rays. A legend was born that day, but it wasn't the Sting Ray!"
I watched footage of that race a long time ago. Was one of Carrols last races. The Day GM was going to put to death everything with their Hyped up Vette, Shelby showed up with a Smaller Engine, Smaller Car, and a bigger foot for someones ****.
Ever wonder why Shelby has made many cars for Ford and Chrysler but few for GM? Bad blood still runs...
D.
Time to hit google.. I think there were some Shelby ' Modified ' 260's that made 300 HP in N/A form.. They were never sold in the U.S. though..
"The V8 Ford engines were derived from the ones used in the Fairlane and Fairlane 500, but they were delivered to Shelby in a somewhat 'tweaked' form. Breathing through a single Holley Carburetor and fitted with 'hotter' cams, solid tappets and larger ports, the V8 was good for around 260bhp. For competition use Shelby modified the engine even further. With an increased compression ratio and breathing through four twin-choke Webers figures of 335 bhp could be achieved, with the engine revving up to 9000 rpm. Stunning performance was the result of this very powerful engine, which is reflected by the acceleration and top speed figures. Had Shelby succeeded in building the world's fastest sportscar?"
http://www.ultimatecarpage.com/frame...hp&carnum=2316
"In the mean time, the world's largest manufacturer and Ford's biggest competitor, General Motors worked intensively on building their fastest GT-racer yet. Dubbed Sting Ray, the fastest Corvette to date was set to make its debut at the 1962 Riverside 3-hour race for Grand-Touring cars. Coincedently Shelby's workshop was around the corner of the Riverside track and his competition Cobras were about ready to make their debut as well. So in a weird twist of fate, both GM's and Ford's latest racers made their debut in the same race. In qualifying Shelby took the wheel of one of the two Cobras entered and shocked the crowd and even more so GM's racing division by lapping over four seconds faster than the fastest Sting Ray. In the race Bill Krause had built up a lead of over 30 seconds in the first 30 minutes. He was forced to retire when a wheel came off and in doing so he handed the victory to one of the Sting Rays. A legend was born that day, but it wasn't the Sting Ray!"
I watched footage of that race a long time ago. Was one of Carrols last races. The Day GM was going to put to death everything with their Hyped up Vette, Shelby showed up with a Smaller Engine, Smaller Car, and a bigger foot for someones ****.
Ever wonder why Shelby has made many cars for Ford and Chrysler but few for GM? Bad blood still runs...
D.
#6
09-10-2005
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i apreciate the information Dano, this will without a doubt help me, and i have delt with many 302s and 289s and 200s but never the 260, actually yesterday i just tore down a 351 windsor and monday ill put it back together with some goodies.. but you know thats what i was thinking. since its kind of a rare engine perhaps ill reubuild it maybe a bit stout and just keep it and then later on down the road when i hit the lottery i will without a doubt be able to put a 302 or 351 or hell a 390 or 427 in there...thanks again dano, i will keep you updated on the rebuild once i get my hands on it...
#9
09-14-2005
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and if you need anymore help www.fordmuscle.com that is where i started learning about cars. Just like here, search and you'll find it.
#10
10-03-2005
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yep all five bolt, i've got a 221 in the garage, not that it's good for much but it's rare.. seriously, the best 302 that ford ever built is ready to set in your ranger.. just find a mountaineer 5.0l... check it out-302 with gt-40p heads, hydraulic roller cam, gt-40 intake, distributorless ignition,headers that suck but will "drop in",short acessory drive wih all the bracketry already there.... and the engine mounts bolt up... any questions..(you will need a tranny)
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