Dp351zcar

Tunnel? There is a tunnel? All I see is a very large mountain I have to go over or around. So now that I have gotten all this climbing gear I find out that there is a tunnel. Is a long tunnel and can I see the end? Don [ August 25, 2001: Message edited by: Dp351zcar ]

"while its apart, I might as well _______" a plague on this board? You mean I am not the only one? I don't think I will ever get it put back together. Don

The seller E-mailed me and said that the trany had come out of a 86 SVO mustang turbo. My question is that a weaker tranny than the V8's had? I know that it has a lower first gear but is it differnt in other ways?

I don't know as the picture in the add is not the tranny I got. The address is (I hope it works) ]http://cgi.ebay.com/ebaymotors/aw-cgi/eBay|SAP|.dll?ViewItem&item=593366001[/url] . I emailed him wondering where it was and got no response until the nastygram about stopping payment. Then he gave me the tracking number and thats all I've heard. I have emailed him six times and I was getting worried. I had paid using paypal on the night he sent me the total amount and I had not seen it or heard from him for a week and a half. Paypal will not give you any satisfaction if there is a problem but if I cancled payment to paypal I think they would have a response. The guy "by the letter of ebay law" did what he had to so I don't think there is anything I could do. It is a WC T-5 and he did say it would fit a 4 cyl. What he did't say was that a 289 or a 5.0 would make short work of it. Oh well, I think I will be putting a 2.95 gear kit in it and make it into a 2.95 WC T-5 just like what you can by new for the same price. Don [ August 03, 2001: Message edited by: Dp351zcar ]

I guess it's my own fault. I had watched a t-5 tranny with a bad 2ed gear go up in the bidding to $285 before it sold. So when a WC T-5 went up for a buy it now price of $375 I bit. Time went by until it was shipped when I got it the input shaft was sticking through the shipping box. The only communation I had with the seller was the price to pay+S/H. That is until I wrote him a nastygram, then I got the tracking number. I got the tranny and then tried to ID it. Counted the teeth on the input gear like I was told to by the people at Hanlon Motorsports (nice people)and found I have a tranny that went behind a 4 cyl engine. In the add it was listed as a tranny for 289, 302, a couple gm's, rods, then 4cyl & svo mustang turbo thunderbird.... From reading that I assumed it was the tranny I wanted. Be careful what you buy, I wasn't Don [ August 02, 2001: Message edited by: Dp351zcar ] [ August 04, 2001: Message edited by: Dp351zcar ]

Welcome to the new frontier. I am trying to do a 351 swap also. I have not heard of anyone doing a 351 but there are some 302's out there. I will be making my own mounts and I will "try" to make my own headers from a kit. I am almost ready to start as I have most of the stuff now, I hope. I will post pics if I can as I get something done. Don [ July 26, 2001: Message edited by: Dp351zcar ]

Ok, so do I go tremec 3550 or tremec tko? This is just a car for fun (I hope). I don't know what the parts "real world" strengths are. The last car I built was a 65 GTO back in the late 70s, very little of this equipment was around back then.

I plan to be putting out around 450 hp I hope and I was wondering if a WC T5 would hold it? I will not be power shifting or speed shifting as I don't really think it get you across the line any faster. The car will be drag raced, run on open course track events and I will try autox. I will not be running slicks. Z cars are not as heavy as mustangs so the strain should not be as geat on the tranny. Don

350 horsepower with a NA carbed 302 is not a problem. A good set of heads would really help get you to your goal. Edelbrock makes engine kits for diffrent power levels making it a no brainer.

The thing is that you can not use the standrd 280-300 <89 R200 shafts that fit into the carrier. You have to use the vlsd shafts as the are diffrent lengths from the older ones. Then the cv cup gets cut off and a small plate is welded on. The next step using a transfer punch mark and drill the holes for the halfshaft to bolt up to. The carrier takes the 12mm bolts of the later R200 87-89 . The avantage is the 90 & newer R200 VLSD is they are pretty easy and cheap to find. E-mail me if you want to find out more. Tools used are, metal saw, wire feed welder, metal lathe to true up surface to weld and cut the ring for halfshaft raised ring Don [ July 03, 2001: Message edited by: Dp351zcar ] I could not use paranthese and I don't know why the last lines are in diffrent type [ July 03, 2001: Message edited by: Dp351zcar ]

So where do you find the 280zxt cv half shafts? I have only seen one around here and someone got the cv's a day before I got there. Also would you need the adapter if you got the stub axle flange off the 280zxt?

Ok so this is what you get for using a chevy. No, what I think is happing to your cylinder pressure is it's bleeding off like it should being the motor is not broken in yet. It would go to the crankcase first and come out the easest way. I don't know if I would crank it much without the disributor in as that is what drives the oil pump. I don't know on the starter question, I also have not shimed any up. [ July 03, 2001: Message edited by: Dp351zcar ]

Last time I checked a Quaiffe was 1400. The clutch type is 700 through msa and it is the nesmo that nissan sells for 800. A vlsd carrier out of a 90& newer 300 will fit in a 87-89 housing using ujoint half shafts. I wrote this up awhile back and using the search feature you should be able to find it, there was not much intrest at the time.

I also not an eningeer(misspelling on purpose?). With more pistons you can have a longer pad on the outside of the rotor for more leverage. More supported surface area where it does the most good? Don

I'll pick up a money order tomorrow. Lets see how much this (club?) (group?) website can generate for the famliy. After reading the site I had to go up and kiss my kids goodnite (and give them an extra hug). Don

I did not find a phone number or a e-mail link on John Washington's website, am I blind? How do you get ahold of him? DP

Its good looking. I was wondering are the fenders fiberglass, and is it the whole hood you get, and is it glass also? [ June 23, 2001: Message edited by: Dp351zcar ] [ June 23, 2001: Message edited by: Dp351zcar ]

Thanks guys for the response I think I am staying with the stock crank. When I started looking up forged cranks about all I could find were stroked cranks. A bigger engine would be great but what would I do with all the power? I don't know what I'm going to with the power this combo will get me. Thanks again. Don

The one thing I would look for is a rear sump pan. I had heard that they are what is needed to fit in but I don't know for sure as I have not trial fit my engine yet. Don

This car will be a long project and thanks to this web site it just keeps getting longer. I was only going to stick a v8 in and play. One thing led to another and my car is just keeps comming more and more apart in the garage. Will it ever end? With a wife, 2 little girls (3 and 6) and a house I am residing, time at home that I can work on the Z is rare. I road raced motorcycles in the 80's and I wanted to find something that capture my mind like that did. I think I did. So much to buy, so little to buy with. Don

I just got mine out with a blowtorch. I don't remember if I took out the center sleeve or not. Just heat up the outer surface until it is smoking hot and all at once the outer surface of the rubber melts out pops the rubber and leaves a pretty clean hole. Hope this helps. Don

I had called the maker of my heads to find out the model, I had bought them from a shop that had labeled them as theirs. When I called the person that answered the phone was the man who had started the company. His comment was the 351 was designed for heavy cars and trucks and as such it was given a heavy crank with lots of inertia(spelling?). They had built a 351 and a 347 the same and the 347 was quicker reving and about .6 quicker at the track. He stated the it was mostly the lack of rotating mass in the 302 based motor compared to the heaver 351. Oh both motors were tested in the same car. I think I am maybe just looking for a reason to buy a forged crank.

I talked to someone knows what he is talking about and he said something that I agree with but I don't know if I would have noticed. I am building a 351 windsor, victor jr, canfield heads, J&E 10:1 pistons, eagle H-beam rods, comp-cams XE 284 flat tappet cam would be the smallest I would run, and the stock cast crank. His point is that crank is very heavy and would cause the engine to rev slowly. What would be better would be to cut the mains down to 2.75 the cleveland size and trim the counter weights down so that I could trim apox, 15lbs off the crank. Or buy a forged cleveland crank and run a adapter kit to fit the main bearings to my block there by getting a lighter crank. Sorry about the length but would I notice the heavy crank?

Would like to know what that is and what it did! Two turbos and a supercharger?

I have thought about this also but the nine inch a heavy rear end. I have heard that they are comparativy hard to turn. The one I would choose would be the 8.8. Strong enough for such a light car and they can be found with disc brakes. Lots of strong mustangs are running 8.8's. Just a thought