Close



Results 1 to 14 of 14
  1. #1
    FEP Power Member Broncojunkie's Avatar
    Join Date
    Jan 2015
    Location
    Barboursville, WV
    Posts
    1,773

    Default What to do with this 86 coupe?

    I've decided to try and save another old four-eye. This time, it's an 86 coupe roller. It was a 4 cylinder car...manual, I think. It has console delete, no motor or transmission. The bones look solid, as far as I can tell. Floor boards don't seem rusted. Shock towers are perfect. Doors need replaced, but I think I have already sourced a new pair. I'll be starting with a clean slate.

    I originally planned on finding a 2.3 and putting a t5 in it. But the more I think about it, the more I think maybe it deserves a v8. I mean, if I'm going through the trouble of fixing it up, why not put a little more fun under the hood? Whatever route I choose, it will be mainly a budget build. So here are my options.

    I have a 70 coupe with an (I think) mid 80's 302. Motor runs good. I plan on pulling it for a 351C swap at some point. I already have the motor. It has a c4 behind it now, plus I've got another c4 lying around. The 70 is also getting a 4 speed toploader, which I also have. I have an extra 4 spd toploader as well as a 351W block, crank, and intake. Block is machined and ready for assembly. Just need the rest of the goodies. I could also find another roller 302 fairly easily. All of my cars are manual shift, so I am thinking of going auto with it.

    Ideas? I'm open to suggestions. I can build a 351w and use the extra toploader tranny. That would be cool. I'm having trouble deciding on what I want to do here.

  2. #2
    FEP Super Member mustangxtreme's Avatar
    Join Date
    Feb 2009
    Location
    Snohomish, Wa
    Posts
    4,021

    Default

    A newer v6 and 5spd would be fun it that light of a car and still get great mileage.
    Dave

    If common sense was common wouldn't it just be sense?

    1983 Capri L T top 5.0 efi aod
    1983 Capri RS Turbo
    1981 Black Magic 400 c6
    93 F-250 351 5sp 4x4

  3. #3
    FEP Super Member xctasy's Avatar
    Join Date
    Jun 2012
    Location
    Dunedin 9011, New Zealand, South Pacific
    Posts
    3,961

    Default

    Quote Originally Posted by grabbergreen84 View Post
    Looks to be an '85-'86 with an '83 or '84 nose swapped on. And are those Capri taillights I see back there?


    Quote Originally Posted by Broncojunkie View Post
    For now, I've decided to pass on it. The guy isn't actively trying to sell it, so I may change my mind. I just have too many projects at the moment and need to focus on getting the pace car and 88gt back on the road and ready for some cruises cruise-ins this Spring.


    Ohhhh, I 'm pleased its changed!

    351W and TopLoder. Whole lotta appropriates strength in that combo.

    Engine spec, a very special 300 hp 1969 Ford Mustang Shelby got optional dealer back door fitted Buddy Bar intake, a Holley 600, and an aftermarket cam. It wasn't CA legal, but the engine was exported for a few 15 second, 136 mph June 69 to early 1970 GTHOo 351 Falcons.


    Today, the Edlebrock Performer is a good alloy intake replacement for the BB intake. A good 4V 351W is always about 60 hp net down on any good 4V 351C in the 5400 to 5800 rpm area due to camber design and peak air flow, but the Windsor is always smoother and has a wounderfully elastic sweetness about it, especially in the 2800 to 3500 rpm area, where the Clevelands with the many kinds of Pantera, Cobra Jet, Boss 351 hydraulic or aftermarket Phase II 310/505 thou and Phase III 300 Deg 505 thou solid cams they commonly had , are often missing some midrange punch.

    Carb wise, the normally STD 290 HP carb was the 4300, but aftermarket Shelby's spec engines in the first 262 GTHO Phase 1 Windsor Falcons were 390 GT 600 Holley's, but without the Le Mans fuelbowls.

    A certain kind of 290 degree hotter than 351R SVT/ Lightening spec cam gives the engine a glorious, smooth mid rang and good top end power. , bleed back fuel to avoid hot fuel handling. You don't even need tubing headers, the old 351 W 4V headers were pretty good.

    These days, I'd look at mechanical secondary carbs. The two versions of the 3310 750/780 Vac Sec carbs are superior drag race carbs, they don't ever work as well right out of the box, but they are adjustable, give a great idle quality, and are economical if you don't give it "The Boot". On a 3500 pound 351 C, they are safe, but aren't a good transitional carb if your going to autocourse it.

    The 351 W won't use the 750/780 Vac Sec as well as a 351C 4V can, especially on a lighter car, so its best to find something that will package without hood mods or an adaptor. I really like Holley double pumpers with the air horn removal and the Percys or Jet Adjuta Jet,

    and the 26 variations of the 697 part number Q jet, when people like Doug Roe and John Lingenfelter let slip on the best nine metering rod and hanger enrichment settings, sedan racing in Australia had the later 750 cfm 4MA up to 470 hp at 6700 rpm in the last of the Group A 304 Holden Commodore SS's

    and the other Mopar based AVS/AFB/Themo Quad...only because people have started talking and doing videos and sharing the set up details.


    Only issue is how to bolt a non squarebore carb onto a stanadard 4150/4160/4180/4190 intake without and adaptor to fit it under the hood.

    http://vb.foureyedpride.com/showthre...-351w-question

    http://vb.foureyedpride.com/showthre...dvice-opinions

    http://vb.foureyedpride.com/showthre...7-Cam-for-351w

    One axle ratio that works great with the wide ratio 2.78 ist gear top loader on a lighter car like the Mustang is a 3.08:1 with 26.3" tires at the back.

    141 mph at 5800 rpm is pretty good, and any car that can do the ton (100 mph) in third is goood.


    Chassis wise, some welded in SFC, and just some simple upgrades with a focus on the water marked triangles you pay for it with....Another option is to go for a box upper and lower control arm, drop one of the upper links and add a 63 Galaxie style Panhard rod, Poor mans 3 Link, and having some not to expensive fun re-setting the rear end.

    http://vb.foureyedpride.com/showthre...-arm-questions

  4. #4
    FEP Power Member Broncojunkie's Avatar
    Join Date
    Jan 2015
    Location
    Barboursville, WV
    Posts
    1,773

    Default

    Quote Originally Posted by xctasy View Post
    Ohhhh, I 'm pleased its changed!

    351W and TopLoder. Whole lotta appropriates strength in that combo.

    Engine spec, a very special 300 hp 1969 Ford Mustang Shelby got optional dealer back door fitted Buddy Bar intake, a Holley 600, and an aftermarket cam. It wasn't CA legal, but the engine was exported for a few 15 second, 136 mph June 69 to early 1970 GTHOo 351 Falcons.


    Today, the Edlebrock Performer is a good alloy intake replacement for the BB intake. A good 4V 351W is always about 60 hp net down on any good 4V 351C in the 5400 to 5800 rpm area due to camber design and peak air flow, but the Windsor is always smoother and has a wounderfully elastic sweetness about it, especially in the 2800 to 3500 rpm area, where the Clevelands with the many kinds of Pantera, Cobra Jet, Boss 351 hydraulic or aftermarket Phase II 310/505 thou and Phase III 300 Deg 505 thou solid cams they commonly had , are often missing some midrange punch.

    Carb wise, the normally STD 290 HP carb was the 4300, but aftermarket Shelby's spec engines in the first 262 GTHO Phase 1 Windsor Falcons were 390 GT 600 Holley's, but without the Le Mans fuelbowls.

    A certain kind of 290 degree hotter than 351R SVT/ Lightening spec cam gives the engine a glorious, smooth mid rang and good top end power. , bleed back fuel to avoid hot fuel handling. You don't even need tubing headers, the old 351 W 4V headers were pretty good.

    These days, I'd look at mechanical secondary carbs. The two versions of the 3310 750/780 Vac Sec carbs are superior drag race carbs, they don't ever work as well right out of the box, but they are adjustable, give a great idle quality, and are economical if you don't give it "The Boot". On a 3500 pound 351 C, they are safe, but aren't a good transitional carb if your going to autocourse it.

    The 351 W won't use the 750/780 Vac Sec as well as a 351C 4V can, especially on a lighter car, so its best to find something that will package without hood mods or an adaptor. I really like Holley double pumpers with the air horn removal and the Percys or Jet Adjuta Jet,

    and the 26 variations of the 697 part number Q jet, when people like Doug Roe and John Lingenfelter let slip on the best nine metering rod and hanger enrichment settings, sedan racing in Australia had the later 750 cfm 4MA up to 470 hp at 6700 rpm in the last of the Group A 304 Holden Commodore SS's

    and the other Mopar based AVS/AFB/Themo Quad...only because people have started talking and doing videos and sharing the set up details.


    Only issue is how to bolt a non squarebore carb onto a stanadard 4150/4160/4180/4190 intake without and adaptor to fit it under the hood.

    http://vb.foureyedpride.com/showthre...-351w-question

    http://vb.foureyedpride.com/showthre...dvice-opinions

    http://vb.foureyedpride.com/showthre...7-Cam-for-351w

    One axle ratio that works great with the wide ratio 2.78 ist gear top loader on a lighter car like the Mustang is a 3.08:1 with 26.3" tires at the back.

    141 mph at 5800 rpm is pretty good, and any car that can do the ton (100 mph) in third is goood.


    Chassis wise, some welded in SFC, and just some simple upgrades with a focus on the water marked triangles you pay for it with....Another option is to go for a box upper and lower control arm, drop one of the upper links and add a 63 Galaxie style Panhard rod, Poor mans 3 Link, and having some not to expensive fun re-setting the rear end.

    http://vb.foureyedpride.com/showthre...-arm-questions
    You're pretty good, xctasy! I barely even remember posting that!

    I do have an extra toploader, which would be a really cool setup in a fox. But I also have a freshly rebuilt T5 sitting on the shelf beside it I almost forgot about. Budget wise, I think the best option would be to source a good running/complete 302 (or even a 351w) to match to one of those two transmissions.

    And mustangextreme, I thought about the 3.8 too, but I just recently messed with one of them and didn't really enjoy working on it. It's still a pretty big motor, too. I see what you're saying, though. Good mileage and still pretty peppy...not a lot of them around in fox bodies, I'm sure. But I think that type of swap might nickel and dime me to death, so I'm trying to stay simple. That's also what scares me about swapping in a toploader. I'm not really sure what all would be involved clutch-wise. I'm guessing I'd have to run a hydraulic (internal) setup.

  5. #5
    Moderator wraithracing's Avatar
    Join Date
    Jun 2010
    Location
    Grand Junction, CO/RR TX
    Posts
    14,206

    Default

    As with any project, the budget is always a concern. Generally swapping in parts and pieces that were originally available in the vehicle will be the quicker, easier, and often cheaper option. That is not to say that be different and unique is not fun and cool, but the costs generally go up as well as the time it takes to complete. Just look at my 82 GT with a 5.4 Navigator engine!

    IMHO a regular OEM 351W is of little benefit compared to a 5.0 as the late model stock 351W didn't offer much more power, torque YES, but not much more power unless you are talking about either a Lightning or the Cobra R! Yes, there is plenty of potential in a 351W, but there are additional costs and headaches involved in the swap including hood clearance, exhaust, etc. The 5.0 will be cheaper and make almost the same power stock to stock. If talking about a custom built engine then this is a totally different discussion.

    The T5 will be much easier to fit than a toploader and have the overdrive gear to make driving on the interstate much easier and with less toll on the engine. The toploader is stronger and will hold up better with higher HP levels so there are benefits to it too depending on what you want to do with the vehicle.

    I am no fan of the 3.8 unless you are talking about the Supercharged T Bird version. If I were considering a V6 swap (which I do from time to time ) I would be looking at the Taurus SHO 3.0 or 3.2 V6! I still think that would be a totally kick a$$ Fox with that engine and a T5 setup. The engine loves to REV and still puts out similar HP to an EFI 5.0, yes less torque, but less weight too! Honestly its what the SVO should have become IMHO! The engine doesn't have the support of the 5.0, but there are still companies that offer parts and pieces for them. Besides they are plenty tough to begin with, look cool as heck, and are silky smooth! You can bump up the power easily to the 275 maybe 300 range with just some porting, tuning, etc. and more than that if you are willing to turbocharge or supercharge them! The Stinger PiMPX computer will run the SHO V6 so tuning is not an issue anymore.

    Anyway, just another crazy idea to get you thinking! Bottom line is what do you WANT to do with the car and HOW do you want to Drive it or Use it? That will determine the best swap for you. Good Luck!
    ​Trey

    "I Don't build it hoping for your approval! I built it because it meets mine!"

    "I've spent most of my money on Mustangs, racing, and women... the rest I just wasted."

    Mustangs Past: Too many to remember!
    Current Mustangs:
    1969 Mach 1
    1979 Pace Car now 5.0/5 speed
    1982 GT Stalled RestoModification
    1984 SVO Still Waiting Restoration
    1986 GT Under going Wide Body Conversion Currently

    Current Capris:
    1981 Capri Roller
    1981 Capri Black Magic Roller Basket Case
    1982 Capri RS 5.0/4spd T-top Full Restoration Stalled in TX
    1984 Capri RS T-top Roller
    1983-84 Gloy Racing Trans Am/IMSA Body Parts

  6. #6
    FEP Super Member xctasy's Avatar
    Join Date
    Jun 2012
    Location
    Dunedin 9011, New Zealand, South Pacific
    Posts
    3,961

    Default

    There's no limit to kick butt Bent sixes that are candidates for a nuverou SVO...


    Quote Originally Posted by xctasy View Post
    Its all been said, but the V6 engine families issues are covered here.

    The 4th V6 engine family, and 6th individual V6 variantion was the 4.0157" bore spacing Duratec family.


    It was a contracted Ford design, first minted for production by Yamaha for Ford.

    It may be pure coincidence that the Ford of Europe German Cologne and Ford England EAO 4 cylinder in the first Pinto up to 1974 was also 4.0157" bore spacing, and that number, 102 mm, has popoed up a lot on the I4, V6, V8 60 degree and V12 Ford engines.

    Rationally, an early V12 Aston Martin engine was like two Duratechs joined together, but it was also like two SHO engines as well.

    Mazda and Jaguar even used the 4.0157" bore spacing.

    Ford Dearborn US alone made three different engine families

    (Items 3, 4 and 5 below)

    before the 4th family , Item 6 below came about. This was a Japanese engine.

    The other three Ford engines were
    German,
    British and
    the Japanese SHO.

    After the SHO, the bare bones of the 60 degree design became the US, Japanese and British and German made Duratech engines for Ford, Mazda, Jaguar and Aston Martin engine, a truley World Wide engine.

    In V6 family order

    the 1st was 1962 Cologne V6 and V4 based 60 degree engine 4.78" bore spaced off a 1934 90 degree Two stroke diesel Cologne V6 tooling pattern which Ford of Germany inherited after the WWII.

    the 2nd was 1966 Essex English 60 degree V6 which was made in V6 and V4 forms in Essex, England till 1981, and then South Aftrica till 1993. I think the Vulcan and Essex share the same 4.32" bore spacing.

    the 3rd was 1982 model year Essex US 90 degree V6 which was a green field design with 4.193" bores spacings but a special splay angle to eliminate the offset conrods tyrical or even fire 90 degree cranks. iiiit was not in any way, shape or form a cut down Windsor small block, even if the water pump was Windsor/335 V8

    the 4th was 1986 US Vulcan 60 degree, a losely Essex 60 degree engine, but totally metric and made on a wide 4.32" bore spacing

    the 5 th was the race 4.5 SVO engines, which were special 90 degree V6's and not productionised, but due to the way the Essex 90 was made, it was Essex 90 based, but with a 4.46" bore spacing where the Essex 90 was 4.193 or some such.

    None of these could fit easily in a Taurus/Sable frame rails, let alone the Escort/Tempo/Topaz compact front drive package, so Ford contracted out

    The totally new 6th engine design, which ultimately became the related 4.0157" Duratec V6 engine world wide in V6, V8 and V12 form. Same bore spacings as the 1969 EAO 2liter.

    Fact is, the SHO engine block almost fits fits to an Escort or Tempo/Topaz bellhousing !

    As for Fox SHO's mentioned, check this post...

    http://fordsix.com/forum/viewtopic.php?f=1&t=70602

    http://fordsix.com/forum/viewtopic.php?f=1&t=70602

    Can anyone say ahamaY?




    Of all the designs that spawned the Duratec 4's and V6's, the specifically Yamaha designed SHO Taurus designed V6 is the most compact and smartest quad cam engine ever. Its the heir to the Aston Martin V12, the SHO V8, the Volvo S80 V8, and the legion of Yamaha v6 and v8 jet boat engines.

    Fox parts raiders can take a leaf from mgman75's book, grab an old lowly Fox like a 1993 2.3 Mustang and plumb in the SHO, an Areostar 4-speed auto, and turn it into this



    into this




    Ditch the EFI, and run six or eight motorbike carbs, depending on if its an SHO6 or 8. The frame is basically Aussie Ford Cortina, and they've been using rat rod chassis horn mounted frames since 1977 for there TE and TF's, and those kind of engine mounts are dead easy to fit up.

    http://s177.photobucket.com/user/mgm...11014.jpg.html

    Its a more expensive Fox body engine, but a great, cheap pickup good if it it hasn't been broken by they low rent hollow camshaft in the SHO8 engine from the Taurus.

    V6 and V8 SHO engines into a Fox work well, and use the small HSC Tempo/Taurus/CVH/ EAO bellhousing, which means the Explorer and Ranger 4 and 5 speed automatic bolts right up to the Front drive bellhousing with virtually no mods.





    http://ultimatefoxbody.com/forum/vie...hp?f=233&t=622

    http://s177.photobucket.com/user/mgm...cture.mp4.html

    How Ford got such an amazing engine is a real good story. To keep costs down by contracting out the insane development costs of twin and quad cam engines, Ford played off the 3.78" bore spacing 1970 British twin cam BDA Cosworth and 4.32" bore spacing 1974 quad cam GAA Cosworth engines with the 4.0157" bore spacing Japanese Yamaha development team in the mid 80's. The factory Ford Cosworth GAA predated the SHO 6 14 year in the 400 hp RS 3400 Ford Capri race engines. It was also used in British Formula F5000 races where it ate up small block 302 fuel injected Chevs for breakfast.


    At that stage, Cosworth and Ford was working hard to make better power for Formula 1 DFV 183 cube race engines. The costs were huge, so consulting businesses were keen to win four and five valve per cylinder head and engine supply contracts. The Japanse and Yamaha even made a sensational 5 valve per cylinder head to fit to the Coworth DF series engine, and it was supplied to Cosworth for testing. It did well over 500 hp with ease but was irratic through the rev range. The point was, with the the 400 hp plus championship winning Cosworth V6's based on the Essex 60 degree V6 with 4.32 bore spacing engine used in the English Capri already a reality, all Ford Dearborn had to do was farm out the 1988 SHO engine to the Japanese Yamaha. The result? The full supply of 3.0 and 3.2 SHO V6's and then 3.5 liter SHO8 V8's. Only the quad cam best six cylinder engine ever made. That the later SHO 8 engine that replaced it became a major service disaster was due to the hollow cam shaft process, but the rest of the concept was very sound. What is really funny is that the Vulcan was a clean sheet metric design, not related to the Cologne V6's 1936 two stroke Graf und Stiff tooling sizes, but was loosely 1966 British Essex 60 degree V4 and V6 based, with the same deck and bore spacings, but metricated with a Ford Cologne Pinto bellhousing. The Vulcan heads are basically huge classic D port 3.0 Essex Capri. When quad cams were placed on it, the engine was way too big to easily fit in a front drive Taurus or Tempo, so Ford got a totally new smaller bore spacing engine from Yamaha. That's how samrt Ford Dearborn were, there were already Cologne 4.78, Essex 60 and Vulcan 4.32, and Essex 90 4.2125" bore spacing V-sixes, and then, sudddenly, the 4.0157" bore spacing Yamaha SHO 60 degree which then forms the base for every other Duratec V6.

    In my opinion, the pick of the litter for Foxes is the Yamaha based 60 degree. You can see its potential today as the bored and stroked out Yamaha F350 outboard 5.3 liter 60 degree V8. When used in the Taurus, Ford SVO made a kit in the 90's for this in RWD platforms, but it cost someting like 12 grand large back in the day. Since the second-generation S80 engine is the Yamaha V8 engine these days, all the SHO 8, Volvo 60 degree V8 Yamaha outboard engines are effectively based on the 4.0157" bore spacing 1988 Taurus SHO engine. Ford owns the rights to there's, but since Ford farmed out its developement to Yamaha, the Japanese plant still makes 6 and 8 cylinder engines with the same hard dimensions for power boat outboards as the SHO engine. It's the most sensational over head cam engine family ever made, as it combines tight bore spacings with a conventional 60 degreeused its plant to build. And it has been made in V6, V8, V12 form. Ford may have had issues with making the Fords Premum Automotive division make money, but Volvo, Aston Martin, Mazda and Jaguar used this engine configuation with stella success. It was built in other plants asside from Cleveland. In Variable Valve Timing form, its a docile engine with a top end to die for.

    This 4.0157 (102mm) bore centre Ford Duratec/ Mazda AJ V6 was doubled up to form the Aston Martin V12, and in other forms, the Front Drive Volvo 60 degree V8 and SHO 6 and 8 cylinder engines are the Yamaha 6 and v8 outboard engines, and are the worlds most compact engine for capacity. The bore spacing is the key to its origin. The Vulcan engine in the Taurus/Sable was ex Ford of Europe 60 degree V4 and v6 Essex and had a huge 4.32" bore spacing, not the same. With the SHO, Ford farmed out development to Yamaha. It's not the same as the joint effort between Mazda K and Suzuki H series used in Suzuki Vitaras, and Probe platform drive Mazdas. And not the same as the illfated J series V6. The Cologne 4.76" spacing 60 degree V4 and V6 engine is not related.

    Effectively, the Aston Martin V12 engines were two SHO V6's joined together. When they came out, the Duratech 25 and 30 [2,967 cc (181 cu in)] was found in Ford Taurus/Mercury Sable, Jaguar S-Type, Lincoln LS, Mazda MPV, Mazda 6, Mondeo ST220 and many other Ford vehicles. It is essentially an 89mm bore version of the 1994 Duratec 25 and is built in Ford Motor Company's Cleveland Engine #2 plant in Cleveland, Ohio. The Duratec 25 was a 2544 cc (155 cu in) 60° V6 and was introduced in 1994. It was developed for the Ford Contour and used in the Ford Mondeo, Mercury Cougar, Mercury Mystique, Jaguar X-Type. The key to the orgins of this engine was the smaller bore spacing. For instance, Ford and Mazda have global engines with many differernt bore spacings, but tsome are actually reworks of other basic Ford engines, like the Ford sixes 4.08" distance that has reapered in Mazda MZRs 2.3 Four cylinder OHC engines.

    The whole family of 60 degree Ford Yamaha Mazda Volvo 4.0157" spacing engines was different to the Mazda narrow bore spacing 985 cc PC, 1272 cc TC, 1416 cc UC, 1586 cc NA, 1796cc VB and 1970cc MC based 3.346" bore spacing xC design which the E and early B family was an evolution of , and then the bigger bore spacing medium spacing F series Mazda FWD Capella/626/Probe 1983 to date gasoline and diesel engines. The MZR is 3.76" Ford Kent/ BDA/BDT DOHC. Some of the early Ford Duretec engines are 3.614" bore spacing engines.

  7. #7
    FEP Super Member mustangxtreme's Avatar
    Join Date
    Feb 2009
    Location
    Snohomish, Wa
    Posts
    4,021

    Default

    Well... I never said it would be a 3.8L I was thinking a bit newer. Maybe a 3.7 or something like that.
    Dave

    If common sense was common wouldn't it just be sense?

    1983 Capri L T top 5.0 efi aod
    1983 Capri RS Turbo
    1981 Black Magic 400 c6
    93 F-250 351 5sp 4x4

  8. #8

    Default

    Coyote swap!!!!!
    Harry
    85 GT T-Top w/18K miles
    85 Saleen 85-131
    86 Saleen 86-018

  9. #9
    FEP Member brianj's Avatar
    Join Date
    Feb 2012
    Location
    Raymond, New Hampshire
    Posts
    2,896
    Blog Entries
    2

    Default

    Me, I'm old school. If the interior is rough, I've always wanted to build a gutted, tinted window, one seat toploader shifted 351 Cleveland street terror. Noisy, brutal and fun.
    1983 Mustang G.T. No-option stripper- I like strippers.
    5.0, GT40P heads, Comp Cams XE270HR-12 on 1.6 rockers, TFI spring kit, Weiand 174 blower, Holley 750 mechanical secondarys, Mishimoto radiator, Edelbrock street performer mechanical pump, BBK shortys, T-5 conversion, 8.8 rear, 3.73 gears, carbon fiber clutches, SS Machine lowers, Maximum Motorsport XL subframes, "B" springs.

  10. #10
    FEP Member bkm's Avatar
    Join Date
    Jan 2016
    Location
    House Springs MO
    Posts
    179

    Default

    I know it's not a popular swap and I'll probably get flamed for it, but have you considered a 05-10 3v 4.6 swap? In stock form with long tubes and a tune, they are putting down right at 300hp to the wheels and rock solid reliable. I'm doing this in my 83. I picked up a 60k mile factory sealed engine with all the wiring and accessories for 1k.

    Sent from my SM-G900V using Tapatalk

  11. #11
    FEP Power Member Ray Dog's Avatar
    Join Date
    Dec 2013
    Location
    Connecticut
    Posts
    1,115

    Default

    Being totally off the wall, I'd drop a 2.3 in it again.
    Not your normal 2.3, or a turbo setup. an Esslinger 2.3.

    Name:  esslinger 2.3.jpg
Views: 174
Size:  8.6 KB

    Put a milder cam in it and have fun.
    Or maybe a V8, an old flat head Ford V8.
    Still off the wall Here.
    Ray
    86 Mustang LX 3.8 Convertible (bought new}
    65 Galaxie 500 XL 390 auto
    2A

  12. #12
    FEP Power Member Broncojunkie's Avatar
    Join Date
    Jan 2015
    Location
    Barboursville, WV
    Posts
    1,773

    Default

    Quote Originally Posted by brianj View Post
    Me, I'm old school. If the interior is rough, I've always wanted to build a gutted, tinted window, one seat toploader shifted 351 Cleveland street terror. Noisy, brutal and fun.
    Now you're talkin my style! I have the parts to do it, at least the motor and tranny. I would have to source a bunch of small parts, but that's what nickel and dime's ya to death. Seriously considering this route though.

  13. #13

    Default

    Quote Originally Posted by wraithracing View Post
    ... Lightning or the Cobra R! ...
    I'm with Trey! GT40 SEFI 5.8!!!!
    Brad

    '79 Mercury Zephyr ES 5.0L GT40 EFI, T-5
    '17 Ford Focus ST
    '14 Ford Fusion SE Manual

  14. #14
    FEP Power Member Broncojunkie's Avatar
    Join Date
    Jan 2015
    Location
    Barboursville, WV
    Posts
    1,773

    Default

    Finally dried up enough to pull it out.


    I put some tires and matching 10-holes on




    And back to the house for a long-overdue pressure wash

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •