BLKMGK

I bought from them, fast service great price. Th ebushings are as advertised - urethane. I would suggest getting some extra lube for themthough as the kits don't come with much. Mine don't squeek bu tI'd liek to have used more lube just to be sure. Beats rubber bushings by a mile!

Heh, even fully done like that I think you'd find a V8 weighs more. Somewhere here we've got a pic of a 3rotor - tiny! The trans is nearly the same size.

Which factory? The FORD T5 will work, not the Datsun. Don't get this confused with the more sturdy Tremec TKO series of transmissions - world of difference. The T5 was a Borg Warner design now sold to Tremec.

Niiiice! Spanks my V8 nicely! Going to have to fix that

Try FOX Mustang mounts - Convertible 88-93 maybe. I think the convertible ones may be stiffer and possibly lower too. You'll still have to fab though! The FOX mounts have a stud sticking out or a bolt hole - can't recall which. Search around on the 'net for solid motor mounts and you shoud get a decent pic of them somewhere. They make solid drop mounts too that drop the motor an inch in a FOX body Mustang - these are also solid mounts. Having never done this these are my best guesses so go slow...

As I recal it struck both the steering shaft (hard) and the motor mount. I couldn't even stuff it in there well enough to start any bolts on the driver's side. The passenger's side bolted up perfectly I MIGHT have taken pics, I don't recall. Have a ton of shots sitting in the camera I really need to upload but have been consumed on the EFI question of late [ October 30, 2001: Message edited by: BLKMGK ]

Check it out guys, the FASTFelPro ECU uses a production wideband O2! This must be the same one I'd heard of on Hondas - price is about right ($300). That means the caution I'd been given about them only lasting 40hours is bogus in this case! Hrm, I may move my sights a bit upscale and shoot for the wideband option. Imagine being able to tune based upon A/F ratio There's a datalogging module too. I'm going to check and see if the DFI GEN7 uses a similiar type O2 and try to track down demo software for each...

I believe I used 240 bearings in mine - no problems. Make sure you get new seals while you're at it...

4.6 uses a T45. I'd go DOHC before I'd touch the SOHC. The SOHC can be made faster but the same effort into a Cobra yields a monster. 8k shifts anyone? Ask me nicely, I know someone that's sitting on a couple of DOHC Lincoln Navigator 5.4s Seems they came into the dealer making a litle noise and Ford directed that they be swapped. The engines were supposed to be tossed but were intercepted before hitting the trash can (thank goodness). Or at least that's the story I was told. (shrug) That's a BIG motor though and the DOHC 4.6 would proably be a pretty tight fit as it is...

Hrm, oil pans... I'm pretty sure that if you use th eCorvette pan mentiond in h ebook that clearance isn't an issue. However I used an extended sump Moroso pan. It hangs a noticable amount below th ecrossmmber and while this worries me it's yet to ever scrape. Speed bumps, railroad tracks, a few pothols - it's been fine. The one thing I fear most though is a road being paved with one of those damned manhole covers sticking up! I've spoken to tons of people who've had problems with those to inculde one Mustang that had it's entire rear ripped from the car when a lift bar snagged one! That would kill my pan for sure. Right now it's not got a scratch on it. Ford swap? Yeah, MUCH cheaper if you're doing EFI. Look at the grief I'm going through for manifolds - the Ford guys have got them all over the place. Throttle bodies are much cheaper too! Some of the prices for SBC EFI stuff is insane - nearly $1K for an intake?! And with no fuel rails or TB?! Brand new T56 can be had for less with the Ford too which maks no sense to me (sigh). IF I were doing it again the Ford swap would be REALLY hard to resist. 351W, aluminum everything, EFI, T56, and I think it it would be reasonably priced. Perhaps Mike Knell will wake up to this and start selling motor mounts for the swap? I think that's the one thing missing to really make the Ford swap take off... How's the 351W shortblock compare to the SBC weight wise?

Jamie, the MiniRam is $899 +$190 for rails and THEN add $300+ for a darned TB I'd not be surprised if this isn't one of the reasons why so few people consider it. It's certainly one of the reasons why I'm a bit gunshy Guys, a favor please. Long time ago I posted everything I knew about my motor including cam specs etc. I'm currently having trouble digging up those specs and am frantic. I'd liek to be able to post this information for folks trying to help me with an ECUintake selection. Does anyone still have that information? It was run through some DesktopDyno software by at least one person. I cannot find the post - have we dumped or lost any? Heeelp! Still hunting my envelope with receipts and whatnot but....

Ya', I've seen those posts and read as far back in the archives as they keep. I'm about to dump a GIANT post on them and hope that I can get some help I've spent since Friday afternoon researching this and need to figure this out before I go nutz

http://forums.chevytalk.com/cgi-bin/ubbcgi/forumdisplay.cgi?action=topics&forum=EFI/Fuel+Injection+and+Engine+Control+Systems&number=12 There are other forums there too but this one really caught my eye. Converted carb intakes, discussion on the Holley intakes we've talked about, flowbench testing, lot's of GOOD information! This thread in particular was what caught my eye in the search engine but I'm going to be posting and looking through their threads to see if I can get some advice -> http://forums.chevytalk.com/forums/Forum12/HTML/000016.html Right now the Holley ECU is sounding really good with possibly a Miniram or Holley intake.

Check with the POR folks but I'm pretty sure that POR works best if there's RUSt on the metal. Not tons flaking off but surface rust like it sounds like you've got...

Seen several articles on converting one of these to gas. Supposed ot have stronger blocks but I seem to also recall there were "gotcha's" and that the conversion wasn't as simple as you might like. Yeah, I think they were Olds blocks too but I'm not positive...

I've started a thread on the SDS in a V8 to try and get some feedback from folks using it. At least one guy is using it on a Kenne Bell blown Ford 460 I also found this interesting link on the Holley stuff. Some of it I knew (Cutler) but I found the rest interesting to learn -> http://www.fuelinjection.com/holley.html I've spent about 12hours hunting around for good info on the EFI systems out there so far. Wish I could find a price list for Motec - you should see their features list Anyway, don't mean to split this thread but I'm really working hard to figure out what's the smartest move for me here. Update: Hrm, did some back of the napkin figuring on what an SDS system would cost with all of the options I might want. About $1400 Add maybe a grand for an intakeTB setup and we've hit the Holley price mark. I'm not seeing where the SDS has the ability to control an idle meter either which is odd. Anyone using one know if it can? Simple switches I see for high idle etc. but no stepper type motor for idle... [ October 27, 2001: Message edited by: BLKMGK ]

One of the (many) advantages to coil overs is the ability to raise and lower the ride height. I've taken advantage of that a great deal, it really helps. So far I've not scraped anything but the taller wheeltire package has much to do with that - I've got decent ground clearance as a result. This IS something I wish I'd taken greater consideration of when choosing this wheeltire setup but I think it came out fine. Hrm, and my pan DOES hang lower than my front crossmember. It's got extra capacity and they did this by tacking an extension to the bottom of the pan

Doing research on the various EFI systems out there. Ran across a Forum like this one dedicated to SDS and figured some of us here might be interested. Haven't read through it much but intend to in order to see what sorts of experiences people are having with SDS and V8s http://network54.com/Hide/Forum/150383

Umm, sit on the front bumper and see how far it drops. That added 100lbs isn't just on the front of the car either.

Holy smokes - that's about what I'm considering spending on an EFI system! That sucker is ogng to go FAST. Someone jump on it quick...

Homepage URL plz Would liek to see the rotary 510!

Heh, have a PCV valve and no vent on the other side. You sure that's needed? Modern EFI cars have sealed crankcases and PCV valves don't they? I'd have to wonder WHERE this squeel is coming from. Removing the PCV stops it but is the PCV the source of the noise or the cause? If the PCV is causing vac in th ecrankcase and somehting isn't quite sealed then I'd think THAT might be where the actual noise is coming from?

I hear ya' Pete! The GM would have datalogging with the LT1Edit software. Diag light, MAF sensor, and factory service (lol). The DFI GEN7 has nice things like a diag light that flashes codes and it'll compensate for errors. 3 stages of NOS possible too - maybe use those channels for other things? Still researching, would help if the Accel site gave more info! FelPro, SpeedPro, and the unit sold by fuelairspark.com all appear to be the SAME unit. Goes under the SEFI8LO name too. Very confusing....

Pete, you're more the engineer than me so I'll ask you.... If I make the wheels a larger diameter with proportionally wider spacing don't I have to worry more about minor errors in machining make a much bigger error than I would with the smaller wheel? Intuition says yes but I'm not sure. I cannot imagine duplicating the 360tooth wheel. Under the distributor is a hostile environment - mostly dirt I'd think but harmonics don't worry me so much. It was bolted to the front of the cam in the LT1! We'll see, as I posted elsewhere using the GM ECU may actually be pretty cost prohibitive

I'm up late working on EFI specs for various aftermarket systems. The Holley really does look pretty impressive and the DFI GEN7 darned amazing. Will try to price out what an OEM flash programmable setup would cost too - I've got a bad feeling it's NOT competitive. Heck, just a new wiring harness is $600 from Painless! $250 MAF, $250 PCMECU (or more!), and each of the other sensors is $20-$50 bux. LT1Edit is something like $200 plus a $100 cable if memory serves. The MiniRam intake was over a grand with no injectors or TB. GM TBs are sick - $389?! I figure about $2800 w/no injectors or thereabouts? MiniRam too expensive? Holley intake is $260 + $180 (!) or so for the rails I'm told. No TB or TPS there and carb style TBs from Force EFI are $525! Jeg's sells a NOS TB for a little over $600 w/Nitrous fittings. (sigh) Comparison - Force-EFI sells a converted intake (Holley possibly) w/ECU (GEN7) and all sensors+ software for $2750 + $475 GEN7 "upgrade". This would possibly need a distributor. $3225 is darned close to the cobbled GM unit - sans the Opti stunts. Holley ready to roll system from Jeg's is what, $2400? And it would use my current distributor. Add to that $2400 some options for knock sensor and some little things though - can run NOS via computer which the OEM GM can't. GEN7 can run three stages Anyway, I won't give it all away and I've not concluded anything yet but you can see why this is so hard! Once I've posted my research on my page I'll probably want some folks to help me double check it etc. too please.... P.S. Local tuner thought tyat a MAP system woudl require more tweaking, especially as weather changed. I don't understand this - weather changes shoudl be compensated for by the air temp tables and altitude changes measured with the MAP sensor. I don't want to dooubt him but this makes no sense and is partly why he likes MAF so much. Has suggested a Mustang EECIV as an option too. Prices on that are pretty cheap - wiring much cheaper!