#Pieces 1982 cast plus
#Pieces 1982 cast free

The 302 вЂњ2MвЂќ crank on the right has a seal lip for the two-piece rear main seal, which was common prior to December 1982. On the left is a вЂњ2MEвЂќ crank for the 5.0L engine with a one-piece rear main seal. Here are two small-block Ford nodular iron crank-shafts. The Hi-Po needs a nar-rower timing sprocket and chain to make room for this counterweight. HereвЂ™s the 1963вЂ“1967 289 High Performance slide-on crankshaft counterweight. The 289 High Performance V-8 has larger 3/8-inch rod bolts, which adds reciprocating weight.

The 289 High Performance V-8вЂ™s crankshaft has this additional stamped steel counterweight, which compensates for the heavier reciprocating mass. If youвЂ™re going with dual-roller timing chain, this slinger must be deleted because it can interfere with the chain, doing major engine damage. The crankshaft oil slinger splashes lubrication and keeps heavier amounts of oil away from the crankshaftвЂ™s front seal. The 289 High Performance V-8 received hardness-tested вЂњ1MвЂќ cast cranks. Ford did not offer a steel crank for the 221/260/289. The cast вЂњ1MвЂќ cast/nodular iron crankshaft is common to the 221/260/289 family with a 2.870-inch stroke, 2.749-inch main journals, and 2.311-inch rod journals. If youвЂ™re going racing, a good aftermarket I- or H-beam rod is the best choice. What you do with them depends on how you intend to use the vehicle. Shot peen and recondition them, and fit them with ARP bolts so theyвЂ™re as good as new. All your connecting rods must be the same style (all with oil holes or all without oil holes) in the interest of dynamic balance and uniformity.Д¬3AE and C8OE rods are durable forgings. Ford deemed this unnecessary, deleting the oil hole in production (left). Early C3AE rods (right) have oil holes for cylinder wall lubrication. There are two basic C3AE connecting rods. (Hypereutectic is a high-silicon cast piston with added strength, which is a nice compromise between forged and cast.) A street-driven restoration does not need a forged or even a hypereutectic piston. You have a choice of cast, hypereutectic, or forged pistons depending on how youвЂ™re going to use your small-block Ford. The bones of FordвЂ™s 221/260/289 with the cast/nodular iron вЂњ1MвЂќ crank- shaft and C3AE 5.1545-inch rod forging. It is not interchangeable with 221, 260, or 289 rods unless you use a custom piston because it employs a slightly shorter (5.090-inch) connecting rod. The 302 castiron crankshaft with a 3.000-inch stroke and 2.249-inch main journals is identified by a вЂњ2MвЂќ on the first counterweight/journal. Another form of identification is orange or yellow paint markings on the 289 Hi-PoвЂ™s crankshaft counterweights. You donвЂ™t have to use a Brinell-tested вЂњ1MвЂќ crankshaft Magnafluxing and hardness testing are available via most reputable machine shops. TheyвЂ™re out there waiting for unsuspecting buyers. When youвЂ™re shopping for a crankshaft, be sure you havenвЂ™t found a bogus Hi-Po crank with a fake Brinell test mark. Sometimes, you find a вЂњKвЂќ on the Hi-Po crankshaft, but not always.

#Pieces 1982 cast plus

A 289 High Performance crankshaft is identified the same way plus having the Brinell test stamp.

The 221, 260, and 289 crankshaft is identified by вЂњ1MвЂќ cast into the first counterweight/journal. Also, the Hi-PoвЂ™s slide-on steel plate counterweight was used to balance the additional weight of larger 3/8-inch rod bolts. This didnвЂ™t make a 289 High Performance crankshaft a better piece, but instead verified its integrity.

Although some believe the 289 High Performance V-8 had a steel crankshaft or some kind of special nodular iron crank, it actually had the same вЂњ1MвЂќ cast crank found in the 221, 260, and 289 engines with one exception, Brinell hardness testing. The вЂњ1MвЂќ crank isnвЂ™t as widely available as it used to be. The 221, 260, and 289 engines employ the same basic вЂњ1MвЂќ castiron crankshaft with a 2.870-inch stroke and 2.249-inch main journals. You will find a wide variety of Ford castings and forgings for your small-block.Д¬hoosing the right part means knowing something about how these parts have evolved over time plus eliminating the various myths that go with each of them. Weaknesses were unearthed and eliminated either in hard-core testing, on the racetrack, or from consumer/dealer feedback. These parts are usually better (or worse in some cases) with time. Ford factory parts never remained the same because Ford engineers never rested. You can copy and paste this link to share: ДЇordвЂ™s reputation for engineering redundancies cannot be over-estimated.

#Pieces 1982 cast free

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