4.6, 2 valve Ford SOHC V-8. Not a super high-performance engine by any means, but certainly reliable, and with the proper care and maintenance they've been known to go over 500,000 miles before needing an overhaul. I know. I own one. Besides Mustangs, also great in Police Interceptor Crown Victorias and Taxis, many of which are still in service.
Agreed. There are a lot of engines that do well, especially V8's, probably since they seldomly need to strain to power the vehicle they are in. But I think he's looking for HP cars with long life. If we are looking at reliable low power engines, we could include the old slant-6, an engine that often outlasted the vehicle it was in. Actually many inline-6 engines often had relatively long lifes.
@@mikep490 Yessir. Here's one at or near the top of the list. The Ford 300 6-cyl. is widely regarded as one of the most reliable, longest-running engines ever developed.
I had a Buick Century that went over 300,000 miles. 350 2 barrel carburetor. It was good on gas. Never had a problem with that car. It was a station wagon. I think it was a 1974. It was brown.
All of the chevy alternative v8 engines Buick, Pontiac and Olds were great engines. And they tended to not have the chevy engine problems: oil leaks and valve guide wear. So I consider them to be long life engines assuming you maintained them decently.
The Ford 3.5L Ecoboost 6 cylinder is the engine that returned to LeMans in the revamped GT40 1n 2016 and blew everything away including Ferrari ! Again, on the 50th anniversary of their first win there !
I have a 1980 Winnebago on a Toyota chassis. It's the perfect 1-2 person camper. It was perfect for flatland camping but it had no desire at all for going up hills so l had an LS installed. Besides no trouble at going through the mountains but will get 20 mpg on level ground.
When i was in New Mexico. I bought a 72 Ford wagon, that was a crew car for the oil companies that had a 429 in it with 320,000 miles on it. Paid $400. For it drove it about 6 months with out a bit of problem. Then drove by a use car lot seen a sweet 67 Cougar same place i bought the wagon. Half hour later i drove home in that Cougar and had it for about ten years. Kick myself for selling it.
I had an 88 Camaro IROC Z with the L-98 350 auto and t-tops in black. Beautiful car and fun car to drive, wasn't the quarter mile king but handled well and with reasonable right foot management returned up to 28mpg.
I love the picture at the start of this post , Thats a 302 Cleveland or 351 Cleveland ( the first one cast at Ford Australia Geelong Casting Centre around 1974 they cast 302c/351c there uptill 1984/5 in aussie F100 to F350s , Ford Falcons / Fairlanes/LTD/utes/ panelvans/ wagons till 1983.
I got a pair of those Australian Cleveland closed-chamber heads a few years back that were being imported into the U.S. Put them on a 400M engine and the higher compression really woke it up.
@@donreinke5863 yeah I always wondered how they would go on a 400 they would line rite up with the standard 400 intake ( and 351m) , I know just swapping a set of 302 Cleveland closed chamber heads on a 351 C gives 10.5 to 1 compression , on a 400 it's got to be over 11 to 1 . The good old 302 Cleveland was the mum and dad wagon lesser Ford V8 , came in some taxis etc. I remember in the mid 1980s to 1990 they were so cheap a whole motor was $150 running . There were piles of them in every wrecking yards in Australia. Everyone wanted the 351c and all you had to do was swap crank and rods for a 351c set and you had a 351 C . Same block .
@@JosephCowen-fz8vj In the U.S. the true 351 C was made from 1970-74. The 400 went into production in 1971, it was a taller deck version of the 351C and from 1972 on had abysmally low compression ratios sometimes as low as 7.3-1. It wasnt uncommon to tear one down and find the top of the piston at TDC was .070 below the deck (dimensions are in inches, not millimeters). Using the Australian (and South African) closed-chamber heads on a 400 usually gave a compression ratio of 9.5 to 10.5-1 because of this and the dished pistons used. Because its taller and wider the true Cleveland manifold will not fit, the 351 M (a destroked 400) and the 400 used an exclusive intake manifold, however all the ports will line up. Edelbrock makes a 4 barrel manifold for 351M/400 engines as Ford never made a four-barrel variant of either engine in the U.S.. Only the true Cleveland (low deck) was available from the factory with a 4 barrel. 351 C four barrel engines also had much larger ports and valves than the 2 barrel version, using them with a 2 barrel intake results in severe port mismatch, therefore the Aussie 302 /351or aftermarket aluminum heads are the best way to get performance out of a 351 M or 400. The 351M and 400 were discontinued after the 1981 model year in the U.S., leaving only the 302, 351 Windsor (a tall block version of the U.S.302, which did not use canted valve heads) and 460 engines available. Ford had a lot of variants of these engines.
@@donreinke5863 there are only Australian 302 Cleveland closed chamber heads, the South African is still an Aussie Cleveland head we sold them complete engines to put in Ford Peranas ( Ford Capris with 4.9 litre 302 Cleveland's) , I looked up that pic at the start , that was Ford Australia in 1971 , first 351c or 302c cast at Geelong Casting Centre Australia, De Tomaso Pantera ,s had Aussie Cleveland's as well , I'll give you the rarest 351 Ford ever made , it was 1971 ford Australia wanted a lesser V8 for mum and dad cars as the four barrel 351c was too much for taxis and wagons , etc , so Ford Australia played around with many prototypes , one was , get this , a 351Cleveland bottom end with 351Windsor heads , and a cast iron Ford intake , they produced 25 complete running engines and put them in 1971 Ford Falcons for testing , it almost went into production untill Ford Australia changed their minds and chose to redesign the Cleveland heads /intake to have 2V ports and a four barrel cast iron intake to match up with the 2v ports, the Aussie 351 Cleveland 5.8 litre had open chamber heads , four barrel Carter Thermo Quad carbie, the lesser V8 was now a 302 Cleveland 4.9 litre with closed chamber heads and the same four barrel intake and carter . The 302c closed chamber heads are the best flowing head for most things , espically with the 4V valves installed , all Cleveland's can be either 302c or 351c it's just crank and rods that differ .
@@donreinke5863 and the Australian 351 Cleveland is a true 351 Cleveland just improved upon , those 4V ports are useless for anything but 7500 rpm + sustained use , and even then the 2V port and 4 v valves is a better choice , the 2V port is as big if not bigger than a 454 chev . That's why companies came out with alloy heads called 3 V heads , 2V ports and 4V valves . Bigger is not always better , the Aussie 351c with the four barrel and 2 V ports standard made 10 advertised HP more than the US 4V 351c , the Aussie blocks have thicker castings , All Ford development during the 1972/3 to 1985/6 life of Aussie Cleveland's was on Clevelands, massive improvements were made , we had Alloy Cleveland heads in late 1980s , steel forged 393 ci strokers were the motors being built , alloy fuel injection lower manifolds to run 351windsor top EFI manifold was a good street option.
Back when Ford actually built good engines and didn’t try to turbocharge all those sewing machines to get it to drag a load down the road and call it eco junk
The strictest definition of “muscle car” was a mid sized automobile with a big motor - during the era, a V-8 approaching or exceeding 400 cubic inches and at least 300 horse power depending on the year. Mustangs and Camaros are pony cars and Corvette’s are sports cars. Mercury Marauders and Impala SS were full size cars. Seems like today, the muscle car moniker is used to describe any fast car. For what it’s worth, it was likely possible to get 200k out of a 60s push rod V-8 as long as the oil got changed every 2k miles and the water pump, thermostat, and timing chain changed every 100k before they broke. The same car care principles apply today.
4.6, 2 valve Ford SOHC V-8. Not a super high-performance engine by any means, but certainly reliable, and with the proper care and maintenance they've been known to go over 500,000 miles before needing an overhaul. I know. I own one.
Besides Mustangs, also great in Police Interceptor Crown Victorias and Taxis, many of which are still in service.
plenty of half a million mile Town Cars still on the road
Agreed. There are a lot of engines that do well, especially V8's, probably since they seldomly need to strain to power the vehicle they are in. But I think he's looking for HP cars with long life. If we are looking at reliable low power engines, we could include the old slant-6, an engine that often outlasted the vehicle it was in. Actually many inline-6 engines often had relatively long lifes.
@@mikep490 Yessir. Here's one at or near the top of the list. The Ford 300 6-cyl. is widely regarded as one of the most reliable, longest-running engines ever developed.
It's the only engine I've ever worked on where you could change the water pump in 15 minutes !
I currently have a 06 GT Mustang with a 4.6 3 valve with 345k miles on it.
I had a Buick Century that went over 300,000 miles. 350 2 barrel carburetor. It was good on gas. Never had a problem with that car. It was a station wagon. I think it was a 1974. It was brown.
All of the chevy alternative v8 engines Buick, Pontiac and Olds were great engines. And they tended to not have the chevy engine problems: oil leaks and valve guide wear. So I consider them to be long life engines assuming you maintained them decently.
The Ford 3.5L Ecoboost 6 cylinder is the engine that returned to LeMans in the revamped GT40 1n 2016 and blew everything away including Ferrari ! Again, on the 50th anniversary of their first win there !
I have a 1980 Winnebago on a Toyota chassis. It's the perfect 1-2 person camper. It was perfect for flatland camping but it had no desire at all for going up hills so l had an LS installed. Besides no trouble at going through the mountains but will get 20 mpg on level ground.
When i was in New Mexico. I bought a 72 Ford wagon, that was a crew car for the oil companies that had a 429 in it with 320,000 miles on it. Paid $400. For it drove it about 6 months with out a bit of problem. Then drove by a use car lot seen a sweet 67 Cougar same place i bought the wagon. Half hour later i drove home in that Cougar and had it for about ten years. Kick myself for selling it.
I had an 88 Camaro IROC Z with the L-98 350 auto and t-tops in black. Beautiful car and fun car to drive, wasn't the quarter mile king but handled well and with reasonable right foot management returned up to 28mpg.
Cars I've owned with 300,000 miles when sold
87 Thunderbird Turbo Coupe 2.3L
93 F150 5.0 Windsor
03 Ranger 4L OHC
all ran great at time of sale.
Yeah in the 90's and thru today have one thing in common and that's the still don't go around corners!
I love the picture at the start of this post , Thats a 302 Cleveland or 351 Cleveland ( the first one cast at Ford Australia Geelong Casting Centre around 1974 they cast 302c/351c there uptill 1984/5 in aussie F100 to F350s , Ford Falcons / Fairlanes/LTD/utes/ panelvans/ wagons till 1983.
I got a pair of those Australian Cleveland closed-chamber heads a few years back that were being imported into the U.S. Put them on a 400M engine and the higher compression really woke it up.
@@donreinke5863 yeah I always wondered how they would go on a 400 they would line rite up with the standard 400 intake ( and 351m) , I know just swapping a set of 302 Cleveland closed chamber heads on a 351 C gives 10.5 to 1 compression , on a 400 it's got to be over 11 to 1 . The good old 302 Cleveland was the mum and dad wagon lesser Ford V8 , came in some taxis etc. I remember in the mid 1980s to 1990 they were so cheap a whole motor was $150 running . There were piles of them in every wrecking yards in Australia. Everyone wanted the 351c and all you had to do was swap crank and rods for a 351c set and you had a 351 C . Same block .
@@JosephCowen-fz8vj In the U.S. the true 351 C was made from 1970-74.
The 400 went into production in 1971, it was a taller deck version of the 351C and from 1972 on had abysmally low compression ratios sometimes as low as 7.3-1. It wasnt uncommon to tear one down and find the top of the piston at TDC was .070 below the deck (dimensions are in inches, not millimeters). Using the Australian (and South African) closed-chamber heads on a 400 usually gave a compression ratio of 9.5 to 10.5-1 because of this and the dished pistons used.
Because its taller and wider the true Cleveland manifold will not fit, the 351 M (a destroked 400) and the 400 used an exclusive intake manifold, however all the ports will line up. Edelbrock makes a 4 barrel manifold for 351M/400 engines as Ford never made a four-barrel variant of either engine in the U.S.. Only the true Cleveland (low deck) was available from the factory with a 4 barrel.
351 C four barrel engines also had much larger ports and valves than the 2 barrel version, using them with a 2 barrel intake results in severe port mismatch, therefore the Aussie 302 /351or aftermarket aluminum heads are the best way to get performance out of a 351 M or 400.
The 351M and 400 were discontinued after the 1981 model year in the U.S., leaving only the 302, 351 Windsor (a tall block version of the U.S.302, which did not use canted valve heads) and 460 engines available.
Ford had a lot of variants of these engines.
@@donreinke5863 there are only Australian 302 Cleveland closed chamber heads, the South African is still an Aussie Cleveland head we sold them complete engines to put in Ford Peranas ( Ford Capris with 4.9 litre 302 Cleveland's) , I looked up that pic at the start , that was Ford Australia in 1971 , first 351c or 302c cast at Geelong Casting Centre Australia, De Tomaso Pantera ,s had Aussie Cleveland's as well , I'll give you the rarest 351 Ford ever made , it was 1971 ford Australia wanted a lesser V8 for mum and dad cars as the four barrel 351c was too much for taxis and wagons , etc , so Ford Australia played around with many prototypes , one was , get this , a 351Cleveland bottom end with 351Windsor heads , and a cast iron Ford intake , they produced 25 complete running engines and put them in 1971 Ford Falcons for testing , it almost went into production untill Ford Australia changed their minds and chose to redesign the Cleveland heads /intake to have 2V ports and a four barrel cast iron intake to match up with the 2v ports, the Aussie 351 Cleveland 5.8 litre had open chamber heads , four barrel Carter Thermo Quad carbie, the lesser V8 was now a 302 Cleveland 4.9 litre with closed chamber heads and the same four barrel intake and carter . The 302c closed chamber heads are the best flowing head for most things , espically with the 4V valves installed , all Cleveland's can be either 302c or 351c it's just crank and rods that differ .
@@donreinke5863 and the Australian 351 Cleveland is a true 351 Cleveland just improved upon , those 4V ports are useless for anything but 7500 rpm + sustained use , and even then the 2V port and 4 v valves is a better choice , the 2V port is as big if not bigger than a 454 chev . That's why companies came out with alloy heads called 3 V heads , 2V ports and 4V valves . Bigger is not always better , the Aussie 351c with the four barrel and 2 V ports standard made 10 advertised HP more than the US 4V 351c , the Aussie blocks have thicker castings , All Ford development during the 1972/3 to 1985/6 life of Aussie Cleveland's was on Clevelands, massive improvements were made , we had Alloy Cleveland heads in late 1980s , steel forged 393 ci strokers were the motors being built , alloy fuel injection lower manifolds to run 351windsor top EFI manifold was a good street option.
my duratec 2.0l in my transit is at 285,000 still going strong
Back when Ford actually built good engines and didn’t try to turbocharge all those sewing machines to get it to drag a load down the road and call it eco junk
The strictest definition of “muscle car” was a mid sized automobile with a big motor - during the era, a V-8 approaching or exceeding 400 cubic inches and at least 300 horse power depending on the year. Mustangs and Camaros are pony cars and Corvette’s are sports cars. Mercury Marauders and Impala SS were full size cars. Seems like today, the muscle car moniker is used to describe any fast car.
For what it’s worth, it was likely possible to get 200k out of a 60s push rod V-8 as long as the oil got changed every 2k miles and the water pump, thermostat, and timing chain changed every 100k before they broke. The same car care principles apply today.
Australian Ford 4 litre Barra 6 , 1M km , proved in taxis
The perfect voice for your channel. Keep up the awesome videos.
You may have focused on the venerable 383…
any if you take care of them.
Unreasonably Qiuck?