66 289 V8 Rebuild

[MustangFever]

I just bought a 289 V8 for $125 to replace my 200 Straight 6 in my 66 mustang. I am going to do a total rebuild on the engine to get the most HP and Torque. I need suggestions on all parts that would work best that won't break the bank to bad. Allowance is about $2000. I also plan on putting in a T5 transmission

[Rev]

Make that 289 into a 302 with a 302 crank, rods, and hyperutectic flat top pistons. Use 351W iron heads (I have some if interested) and use a mild (CC 268 hydrauliic cam- also have that if interested). you can have 300 hp at the flywheel for not too much $$$. That's how I started and had a nice warm street Mustang on a limited budget.

Rev

[MustangFever]

Thank you for the info! How much for each of the parts and how used are they?

[bmxmon]

I would sell the 289 and get a roller cam 302. I wouldnt see it being worth it to upgrade the 289 to a 302, might as well spend the money in other areas. New heads/cam/intake and exhaust is the way to go. You could also keep the 289 and then swap it all over to a roller 302 block later. Does your 2k include the transmission, or is it all for the engine?

[fender leo]

new to forum and also rebuilding a 289 to replace a 6 cyl.
mine v8 is out of a 68....is anything recomended as far as the motor now using unleaded fuel?
i've heard that head work is needed...valves ,guides and seats need to be upgraded

[bmxmon]

I believe it is in the seats, the unleaded fuel needs hardened seats. If your rebuilding it and bring it into the machine shop im sure they'll say something, or just include it in when you get the heads reworked.

[fender leo]

the motor is a c code from a '65....bonus for me
the engine is equipt with an auto tranny, i,m keeping the original 3 sp. std. , will the flywheel, pressure plate and such all bolt to the 289?
or what will i need to be concerned with?
dan

[bmxmon]

When I did mine I bought a new flywheel and clutch/pressure plate, though I cant honestly say if the 6 cyl will work or not. Something I just didnt even consider for some reason. I say it would be worth the money to get the new stuff, my 2 cents.

[Phillyfanfrombirth]

It's been my experience that the more money that I've tried to save, the more money I ended up spending.

Do it right the first time and don't cut corners... machining, parts nor labor.

As far as the flywheel... you'll need to have it counter balance the harmonic balancer. I doubt the 6 banger has the same setup as the V8, even if it does bolt up.

To change the V8 motor with an auto setup to manual ready... you'll need a pilot bearing, z-bar pivot & bushing, flywheel (for the engine), a z-bar made for a V-8 with corresponding clutch linkage, kick down linkage removed from carb, vacuum line from trans to carb plugged (or removed), a radiator made for the V8 w/o auto trans fittings, and a separator plate made for a manual (no inspection plate)...

[smokedchevy]

If you're going to try and run a T5, get an 88 and up 302. The 289 has a different bolt pattern where the bellhousing hooks up. You'll also need a different flywheel and starter to match. But you can't change the flywheel without changing the balancer as the later 302s have different imbalances than the earlier 289 and 302. Wrecked
5.0's are a dime a dozen. You should be able to find a 302 and T5 together. You might have to fabricate a clutch equalizer bar though. I'm not sure if the later 302 has the tapped boss for the clutch equalizer to thread into. Early mustangs use mechanical linkage and later mustangs use cable/quadrant set ups. It can be done, but it is going to cost more than you think and it will need plenty of research. Not trying to thwart you, just prevent you from grief further down the line. Anyways, a T5 is a way cool idea!!

[rbohm]

i am building a 289 for my 66 mustang, and this is how it is being built;

the rotating assembly has been balanced

retrofit roller cam from comp cams

retrofit roller lifters from crane cams, these are link bar lifters and they are much more expensive than factory roller lifters

cast flattop pistons, you dont need forged in a street engine making only 300hp

world products windsor jr heads with 58cc chambers. the 351w head have 64cc chambers and you will lose a lot of compression pressure, and thus power. you will have a small net gain though because of the larger ports, but the money you will spend in have the heads machined, and ported, will buy you a set of the windsor jr heads ready to bolt on, and the after market heads will add about 50hp

a weiand action plus intake with a 4100 autolite carb mostly because i already have them

tri-y headers

duraspark distributor hooked to a chrysler orange ignition box. i have this combo in my 66 falcon and it works perfect.

if you shop around, you can find used world products jr heads for sale. look for the ones with the 1.94 intake valves. as for the cam, you dont have to swap to a roller cam. use a comp cams 270h magnum flat tappet cam to get similar results. if you dont have an intake yet, get a performer rpm or weiand stealth intake, and use a 600cfm edelbrock carb. if you spend wisely, you can get everything done for under $2k with little problem, and have an engine that makes 300hp easily. i prefer the 289 over the 302 as the 289 revs quicker and higher, and turns in better fuel economy.

as for the bellhousing issue, there are 5 bolt 289 blocks out there, but they are rare these days. from mid 1965 one ford use the same bellhousing bolt pattern on the 289, 302, 351w/c, 5.0. i would find a 5.0 bellhousing used with a T5, if you want a manual trans, and use a hydraulic clutch coversion. you can buy the brackets from DazeCars, Ford Galaxie Mustang tech and restoration, and you get a list of the parts you need, and where to get them. for about $200 you can have a nice hydraulic clutch system that would normally sell for $500.