koji tachi posted:Thanks for helpful advices, Mr PANTERADOUG
We would like to return the original parts to mangusta, but the primary our goal is to run the car in any time and at any place. I know your effort to run. You did weld and finally did change the engine to 347 with shaving the head to give the same size of chamber. How hard effort! Regrettably we don’t have such knowledge and experiences. We will choose the way to look for the head to work well.
Again, this all depends on what you want to do with the car. IF you want it to be just stock, and as close to as delivered new, then your path is clear.
If you have all of those parts, then it's simple to do. If you are missing parts, it gets more complicated. 4v J heads alone have become challenging to find with the casting dates that you want.
The 4v heads for the automatic transmission cars are more common. They differ in that they do not have the air injection ports drilled for the air injection. Only the manual transmission cars do. I'd take an educated guess and say that it is around 3 or 4 to 1. That narrows the search and makes it more difficult. Adding a specific casting date range makes the narrow search, narrower.
The Ford 302 is one of the easiest engines to put power into now without changing the outward appearance.
For instance, there are really lots of relatively inexpensive stroker kits available for it. It is as simple to build a 331, a 347 or a 355 as it is a 302. I did it because there was no logical reason not to.
A stock J code 302 was rated at 230hp. That's about right. By today's standards it is very anemic and done by a little over 5,000rpm. It's not a high performance engine and is a bit of a mis-match for a car like a Mangusta.
Everything in the original J package is limiting. If you are building just a museum piece to look at, that is no problem. For me that only lasts a little while. Everyone is different.