can you tell simply from the end of the bore stroke from the pic? is it a 1m crank? also is this a ford motorsport short pump and fancy march pulley? - with that, I take it its standard rotation?
The side of the first counter weight should have a casting number. 1M is 289 2M and 2MA are 28 oz-in balance 302 2MAE is 50 oz-in balance 5.0
cant tell anything for sure from the pics. would need to remove the pump and check the impeller to verify rotation. does look like a march pulley. As Relic Stew mentioned need to see the casting number on the crank. also it would be easy enough to turn the engine over and measure the stroke with a caliper tdc to bdc off the top of the piston in the bore. I have seen blocks both ways, 289 crank, rods in a 302 and 302 in 289 block. 289 crank and rods are getting harder to find, if the rotating assy is in good shape a machine shop would probably make a trade for 302 parts if that is what you are looking for.
Can't you just measure the stroke by rotating the crank and measure the total travel of a piston/up & down?! 6sally6
'68 was the first year of the 302, and most of those blocks can be identified by the '302' cast into the lifter galley, I assume so the engine shop could easily differentiate them from the 289 versions. That was the only year Ford did that, by '69 the identifier was gone along with the 289. A very few '68 289s did get built with 'identified' 302 blocks as Ford was limiting production of the soon-to-be-discontinued 289 if a 289 block wasn't available when assembling. Towards the end of the '68 model year, the 289 blocks were all gone so Ford dropped the identifier off the 302 block so you can run into some late-production 289s with a non-identified 302 block. '68 was also the only year a four barrel carb was offered on a 'standard' 302 until the '80s when they made a brief reappearance on the 5.0 Mustangs before being replaced with EFI.
The v belt pulley would indicate standard rotation water pump. Reverse rotation pumps spin backwards via the outside of the belt.
They were casting and using C8OE 302 blocks as early as February 67 so it could easily be a 302 block with a 289 rotating assembly from the factory. Ford had use up what they until April when the 302 was officially available. As others have said easy enough to measure to see what you have.
You can determine the rotation by turning the crankshaft. Watch the two lobes associated with any one cylinder while you rotate the crank. When the engine is rotated in the proper direction the lifter/lobe for the exhaust valve should be close to closing, or just closed, when the intake just begins to open.
The Bronco continued to get the 289 through most (all?) of '68, after everything else had switched to the 302. They also used the passenger inlet water pump through '77 due to steering box location. Everything else switched to the driver inlet pump in '68. The passenger inlet pump necessitates the timing pointer on the driver side of the timing cover. The balancer marked for this has 3 bolts for the pulley. The balancer for a driver inlet pump uses 4 bolts, and markings for a passenger side timing pointer.
Not everything switched to the 302 in '68; the 289 remained as the 'base' V8 in Mustangs, Cougars, and Comets, and was the only V8 available in the Falcon.
The change to driver side water pump outlet (excluding Bronco and possibly Econoline) and switch to a 4 bolt lower pulley was actually 1970 model year. Also, as CrazySteve said, the 289 was offered in 1968 still. I currently have a C code 68 Mustang with a factory 289, and it does also have 302 cast in the lifter valley.
As a quick side note, Ford continued to use the three-bolt damper well into '80s, maybe further. You'll find these on marine motors and in both 28 and 50 oz versions. A lot of these also had the D0 351W heads on them, already equipped with screw-in studs.
You will also find the "short" water pump with the passenger side lower hose and 3 bolt damper on some early to mid 70's Ford Econolines. This set up gives you more water pump to radiator clearance if you are doing a SBF swap in a 1952-56 Ford car.
Well, if you're planning on ordering any parts for a marine version, expect to get bent over big time. But checking at repair shops in the spring may yield some deals; I was given a near-new 302 longblock (about 8 hours run time) that the owner had failed to winterize and cracked the block in the lifter galley. I dropped the entire reciprocating assembly (less pistons) and D0 heads into a C4 289 block for a easy build.
The piston skirts will stick out of the bottom of the 289 cylinder more than they do a 302,Shelby had trouble with piston rock at high rpm’s,and they extended the sleeve on the 302,the crank will have a 1M stamp on the throw,the 289 rods are longer than a 302,and have a c3 casting number on the web.
I have a real cobra 1965 Weber carbed 289 and a 302 roller block 289 crank engine that screams...they are tough good engines,but the valve train sucks...
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