289 High Performance V8 Upgrade

When you recondition Hi-Po C3AE connecting rods, choose ARP rod bolts for optimum results. The closest thing to a Hi-Po rod is the Crower Sportsman rod, which is surely stronger than a Hi-Po rod but costs more.

Early small-block Ford camshaft, retainer, and sprocket variations are worthy of note. Paul's '65 Hi-Po camshaft/retainer/sprocket is a very early type with a 3/8-inch "C" spacer with the compatible cam retainer plate and clutch-head screws, which must be used with the appropriate cam sprocket (C3OE-6256-B) or you will have excessive camshaft endplay and engine failure.

Here's the installed cam, retainer plate, and C-spacer with clutch-head screws. Paul's Hi-Po gets a Comp Cams flat-tappet factory grind from Summit Racing Equipment along with new lifters, one-piece pushrods, and a conventional timing set.

The 289 High Performance cylinder head isn't much different than a 2V/4V head. Spring pockets, screw-in rocker arm studs, and stiffer valve springs keep the valvetrain stable at high rpm. Valve and port size along with combustion chamber size (53-57cc) is the same as 2V/4V.....

....Even a stock rebuild should get hardened exhaust valve seats along with Viton valve seals. Opt for ARP rocker arm studs while you're at it. If you want more from your Hi-Po heads, ship them to PowerHeads for a CNC bowl and port job.

If your Hi-Po's block deck has been milled, doing away with the engine's original build date code, do not despair. That same date code is stamped in the oil pan rail near the block casting number.

When you're building a Hi-Po, never cut corners on gasket quality. Specify Fel-Pro or SBC Gaskets for the best overall quality. Fel-Pro's Print-O-Seal intake manifold and cylinder head gaskets afford you the best assurance against leakage. Resist the urge to spray head gaskets with copper coat because they don't need them unless you're laying down old steel or copper gaskets. Intake manifold cooling passages need help at times when there are pitted surfaces. Use Permatex's "The Right Stuff."

Hi-Po timing sets are different than 2V/4V because they are narrower (one row of links narrower) to make clearance for the slide-on steel crankshaft counterweight. If you're running a dual-roller timing set, do not use the crankshaft oil slinger because it will interfere with the chain and munch your engine.

Steve Karst trims the timing cover gaskets and they look sharp. Use "The Right Stuff" sparingly on cooling passages.

Ford employed two basic types of fuel pump eccentrics on small-block Fords, including the 289 High Performance V-8. Originally, there was the one-piece eccentric, which is recommended for all applications. Later came a two-piece eccentric, which theoretically reduces friction. Camshaft drive pin length is crucial to both eccentric types.

The 289 High Performance has a slide-on stamped-steel crankshaft counterweight to make up for additional rod weight created by heavier 3/8-inch rod bolts. This is why the Hi-Po has a narrower timing chain. If you're going to run a dual-roller set, it must be Hi-Po specific in the narrower width.

The 289 High-Performance harmonic balancer is wider due to heavier reciprocating mass of the larger and heavier 3/8-inch connecting rod bolts, along with heavier cast pistons.

The Hi-Po flywheel, identifiable by the orange paint mark, has the same casting number as a 2V/4V flywheel. Where it differs is offset balance (30.2 ounces versus 26.2 ounces), closer factory inspection for flaws, and Brinell hardness testing. You can actually run a Hi-Po flywheel on your 2V/4V engine as long as it is dynamic balanced with your rotating assembly. Ideally, you will have your Hi-Po Mustang's clutch pressure plate balanced with the flywheel, crank, rods, pistons, rings, and harmonic balancer. And, if you're really on top of the game, you will have the crank pulley balanced as well.

When you build a Hi-Po, the key to long life is plentiful lubrication. Aside from massaging oil galleys and chamfering journal passages, you want lots of volume from a high-volume oil pump. Pressure should amount to 10 psi for every 1,000 rpm. Your oil pump should be blueprinted, with side clearances and pressure relief valve function checked before installation.

You don't have to use silicone gasket sealer on oil pan side rail gaskets. Use spray adhesive, and use The Right Stuff only at the corners where end seals meet side rail gaskets. And don't overdo it. Fel-Pro has a cool one-piece pan gasket for small-block Fords that seals better than anything out there. Down side is cost, but it's worth every dime.

Check out this filter within a filter can. Bob Rawling showed us how to run a x or Motorcraft filter without having to ruin a new-old-stock Autolite or Rotunda.

Paul Calvisi had his original sealed Carter Hi-Po fuel pump rebuilt and pressed it back into service.

CAE rebuilt Paul's 42-amp alternator with the correct satin-black pulley and fan. Restorer Bob Rawlings did the detail work with orange Autolite stamp and harness.

The Autolite 4100 four-barrel carburetor remains the best fuel atomizer for small-block Fords thanks to its simplicity and easy-to-service design. Jet swaps don't involve fuel all over the manifold and reliability is fierce. Pony Carburetors can perform a rebuild and concours restoration on your classic 4100. This is Paul Calvisi's '65 4100 carburetor with manual choke and 1.12-inch throttle bores to achieve 600 cfm. Cores are difficult to come by. However, Pony Carburetors has them in stock.

Carburetor spacers serve two basic purposes: to isolate engine heat from the carburetor and increase torque by improving intake manifold air velocity beneath the carburetor. The wider the spacer, the better your Hi-Po's low-end torque. You just want to be able to close the hood without air-cleaner interference.

Comp Cams lightweight Magnum roller rockers are ideal for Hi-Po engines because they clear valve covers, reduce internal friction, and free up power. We installed a set on Paul's Hi-Po. Valve lash on the Hi-Po is .020/.020 inch hot.