Ah I didn't think of that! Thanks for the heads up!

I have an Edelbrock Pro Flo 4 on my Charger, and will likely have some type of EFI on this car st some point, so it wouldn't hurt to stick a pump in the tank.

I found some Lightning heads and rockers but they're not cheap!

I also found some 2 bar marine heada, which I think are the eame as the GT40 heads. And I know of some 1969 and 1970 heads.

Without changing the pistons, what chamber cc am I looking for?

an EFI pump in the tank runs way too much pressure for a carb and needs a rather expensive regulator to do it right. maybe not something you'd want to fund for 'the shelf'

https://aeromotiveinc.com/products/efi-to-carb-dual-stage-fuel-pressure-regulator" rel="nofollow - https://aeromotiveinc.com/products/efi-to-carb-dual-stage-fuel-pressure-regulator

a cheap Stewart Warner low gpm / psi electric if they still make those? or similar chinesium, clicker style would be cost effective for the interim

The Explorer 302 heads are the cheapest and most common(the mid 97 through 2001 are GT40P heads). I'd avoid the P heads, you have to be very lucky or pay much more to get compatible manifolds. The 1996 and early 97 head are the ideal GT40 versions, they will work on any production level 302 or 351W.

The compression is low in all stock Fords, the smaller the chamber the better. Stock will be in the 60cc or a hair under range, thus 9:1, that's why most 351 heads are a bad choice for a 302(chambers will be bigger). Aim for a 58cc chamber or a little smaller, there aren't many higher compression pistons to change to.

Thanks for the info guys! I picked up a 351 out of a 96 F250 today. I'm going to go through it and make sure everyone is up to snuff. I'll get some heads and leave the rest of the engine stock. I'll transfer parts from my engine as you guys recommend, including the 4v intake manifold and carb. I may as well bite the bullet and get the transmission controller so I can get the 4r70w in place as well. Is anyone running that trans with headers?

I'll get a Truetrac 3.90 ish. That should make for a fun combo.

Part of me does still want a manual trans though.

Sounds great. What trans model do you have, it needs a rear housing and the output shaft with a mechanical speedometer cable output. I'm not sure which early models had those, when they switched to electric speedometers. I haven't addressed that issue yet for my 73's plans.

The 4R70W has a 2.84:1 1st gear, you might want to change the ratio higher a little. I've got 3.70's in my spare 73, and I might leave it there. I think a 3.50 could be better depending on the power level and tire traction etc.

That would work well and put the cruising rpm just a little higher(29/28) than my stock 98 302 Explorers. I have three of these SUV's, all came with the 302 and 4R70W, 29" tires, and 3.73:1 gears. These run about 2000rpm @60mph, maybe a hair more depending on the tire wear.

A 302 doesn't have the low end torque of a 351, so with 28" tires and 3.70's, you will easily spin both tires.

I would choose between leaning towards more raw acceleration(the 3.70's or more), or having a little less rpm at speed(3.50's or less). The torque converter can have a big effect on the take off, a really loose one will let the engine jump up in rpm quicker and shock the tires harder.

The stock torque for an example, in a Mark VII is a bad performance unit, the TC in a same year Mustang is vastly better. The Mark VII and a 302 Mustang have the same HO engine and AOD trans, but the Mark VII is very slow off the line. The Mustangs easily spun the tires and usually had 2.74 gears(Mark VII LSC's all had 3.27's). So even the basic stock torque converters can diff a lot.

The 2002 Mustang probably has a good TC for most applications. Not knowing your budget, you might choose between a TC made for a V6 Mustang of that 2001-2004 range, or a V8 model. If your traction is going to be really good, you can lean towards a looser TC, or more rear gear(the 3.70's). If the rear tires won't be the largest available, you need to be more conservative with the gearing and TC.