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yellowoctupus

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yellowoctupus last won the day on March 25 2013

yellowoctupus had the most liked content!

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About yellowoctupus

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  • Birthday 11/19/84

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    yellowoctupus
  • Website URL
    http://people.clarkson.edu/~mitchepj/

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    Bremerton, WA
  1. 460ZGT Project Build

    Belt mounting basically done. Just gotta finish up my new SC pulley, and get the belt length so I can order a belt for this guy. In America, engine drive alternator. In communist Russia, you mount alternator backwards and it drive engine!
  2. 5.0 T5 shifter location

    Good link. It's one of the few links that still worked when I checked my old transmission bookmark folder! Looking back at it now in more detail however, I wonder where they got their information from. The chart shows all of the 3.8's as having a 265 rating, yet the text above the chart states: "Today's V-6 Mustangs sports the last of the T-5s. The T-5 behind the 3.8L is a 3.35 first gear set with a .68 over drive. What makes these different from the rest is the electronic speedometer trigger. No longer is there a mechanical driven cable system. It has the longer input shaft equipped with a steel front bearing retainer and reverse synchro brake assembly. Torque rating is 300ft/lbs." It's poorly cited/proofed articles like this that get people all wound up. And then, not to muddy these waters further, but the 2005-2010 4.0 used a T5 as well, but I don't know specifics of that one. From Modern Drivelines : Torque rating after the 2.95:1 gear set is installed is 350ft/lbs or about 450hp. 500ftlb is nothing to laugh at though from GForce, that's sick. I don't plan on ever hitting that in my Mustang (with the T5) but I'll keep those options in mind if I do.
  3. 460ZGT Project Build

    Things are getting a little hairy as far as flat head mounting studs are concerned! I'm just trying hard to keep overall height down in the chance I can still use an unmodified hood...
  4. 5.0 T5 shifter location

    This is one of those hotly debated topics in Ford circles. Supposedly, the V6 T5's are built to the same 300ft/lbs rating as the later 5.0 T5s. I even read a post a few years ago (maybe over in the vintage mustang forums?) that a guy got ahold of a design engineer for Ford or BW/Tremec who confirmed the V6=5.0 internally. Regardless of internet armchair debates, T5 integrity has a lot of variables (especially when considering the type of argument for or against that starts out, "I have xxhp behind my xxT5, and the car weighs xxxlbs and I drive it like a grandma/madman and it lasted forever/died prematurely"). That said, I have a stock '94 V6 T5 behind a 351w and it's still one of the smoothest shifting transmissions I've had in a car, but it's not like I'm on 15" drag tires with a 500hp 351w side stepping the clutch at every stoplight. Good gear ratio and aftermarket advice though, for sure. I wholeheartedly agree on 1st being useless in my Mustang, unless I'm starting on some wicked steep hill or pulling stumps or something.
  5. 5.0 T5 shifter location

    Yes, 91/92 were Crown Vic only 4.6 engines. Mark VII were 5.0, Mustangs were 5.0, ETC, but the 91/92 Mod engines still used the old SBF bolt pattern to use the existing AOD bellhousing.
  6. 460ZGT Project Build

    Sidetracking was my problem too. Moved across town, then was flipping Cherokees for a while, built one for my sister, and then did a 4x4 5sp conversion on my wife's. Glad to be back on this one.
  7. 5.0 T5 shifter location

    No go on a T45. Completely different bolt pattern. That's what I'm running behind my Mod motor. Why do you want the production dates on 91/92 Crown Vics? They only ran an automatic behind them, and are rated almost the same hp/tq as a 5.0HO.
  8. 460ZGT Project Build

    So I'm FINALLY making some progress again on the supercharger manifold. Most of it's welded up now, I decided not to make it a 'direct mount', but rather to have an intermediate plate where the plate bolts to the top of the welded manifold, but then has studs that stick up to mount the supercharger to. Pictures are somewhat self explanatory, the special drill bit is one I made on the lathe for doing injector bungs. I tested it out in one piece of scrap aluminum and it promptly snapped the end off, and it was all dark black inside, instead of being shiny like I would have expected. The only thing I can come up with is that it already coincidentally had a stress crack there that was internally corroded or there was a flaw in the steel or something?? Idk. Luckily the 0.540" part of the bit when resharpened drills very true, and smooth, so I should be able to just use it as a standalone drill bit and just cut the injector bungs in three steps instead of one. Oh well, it was a nice idea.
  9. Just aquired - 73 240Z with SBF 306

    Just about any transmission cooler is going to work fine, ie, be better than nothing. I think I picked mine up on eBay for my old Cherokee for $35 shipped? There's a lot of rebranding on radiators/coolers like this. Ie, Uhaul sells a line of coolers, but they're just reboxed Hayden's. You can also get a junkyard unit out of a lot of cars that have tow packages, ie Explorers, pick-up trucks etc for $20 or so. Just make sure to flush it out prior to running it to get somebody else's potentially nasty atf out.
  10. 5.0 T5 shifter location

    Yessir. Same pattern for all of these: (stolen from Wikipedia-Ford Bellhousing Patterns ) 200 I6 1978-1983 only, partial (4 of 6 bolts) pattern. 250 I6 255 V8 289 V8 - (made after August 3, 1964) - had 6 bolts holding bellhousing to block 302 Cleveland (Australia) 351 Cleveland V8 (not the 351 Cleveland M-block engine) 351 Boss 351 Cobra Jet 302 Windsor V8 351 Windsor V8 400 Cleveland M-block V8 aka 400FMX (certain 1973 casting numbers D1AE and D3AE, mated to the FMX transmission) 3.8/3.9/4.2L Canadian Essex 90° V6 (RWD only) 240 I6 300 I6 4.6L Modular V8 (first two casting runs, numbers F1AE and F2VE) 5.0L Windsor V8 5.8L Windsor V8
  11. Ford 8.8 IRS swap v2.0

    Saw another 8.8 'conversion' with the sandwich design here from Ronin: http://www.hottubsippinbubbly.com/Ronin/fd88install.pdf
  12. 280z 302 sbf swap

    An R200 will last you a long time. Seems that's not the weak link, it's the IRS universal joints (ask me how I know...) and then the outer stub axles can snap, but that takes some sticky tires, and hard launches. A street driven 302 should be fine with an R200 and CV axles.
  13. 280z 302 sbf swap

    This was my only concern, but if internet sources are to be trusted then I guess you're ok:
  14. LS376/480 4L70E HELP!!!

    You may also want to get this moved over to the Gen III boards. You won't much attention over here in Ford land.
  15. HybridZ may be shutting down.

    Well after 10 yrs, I guess I ought to at least pitch in to be a donating member..... thanks for the work keeping HybridZ online!
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