attaching a t5 is easier. the t5 has a bolt on bell housing. i dont know what dave linked to but i imagine its every thing you need to know. their are adapter plates already designed and available to bolt t5s to the stock 4 and 3 speed bell housings that were used in these cars. the references to the the modern cars like the corvettes, and LTDs fail to mention that they use fuel injection for low rpm fuel control. fuel injection is able to precisely and accurately control the fuel at all rpms. so in the goal of fuel economy and performance, doing a EFI conversion will get you the best of both worlds. when you building your motor you should look into modifying the head for fuel injectors and a throttle body. you could even put 3 throttle bodys on it instead of 3 carbs. look at megasqirt fuel injection. a fuel injection conversion will be a lot better investment to get you to your goal.
all so tuborfourums has a lot of good info on efi conversion for cheap. they have a junkyard diy section that covers a lot of the fuel system stuff done for cheap.
if it needs an adapter will I need some thing to extend the output shaft? Does anyone have a link to somewhere that sells these things?
the out put shaft in a t5 is longer than the 4 and 3 speed trans. their is a thread in the transmission section talking about these adapters. their are at least 3 threads on this site about what it takes to put a clutch pedal in these cars. try searching for this stuff on this site and on google.
If u want a cheaper way to lower your cruising rpm, ditch those rubber bands and put some taller tires out back. A 200 isn't very powerful and the aod trannies take quite a bit of power- doubtful you'll see an increase in mpg or drivability. Don't like a manual trans? Then a well tuned v8 w/aod will be your best bet. If you have to keep the six, tune it up good and get taller tires for those cross country high speed highway trips. As for turboing the six, forget it. If you can't afford a v8 swap, you can't afford to properly turbo the six. And the integrated intake/head combo is a real bottleneck to souping up the 170/200 and 250 sixes. JMO
if i were to port and polish the heads, would that help? also on the 6th im going to start buying material to make a tri carb intake (obviously small one barel ones, im thining like 80cfm tops per carb) but would it still then be a bottleneck?
porting restirctive heads like these will always help.. just not that much on such a small displacement/low rpm motor, is all. and.. no more of a restriction than the manifold itself.. IMHO.
isnt the intake manifold cast into the cylinder head on a 250? also on a I6 motor you will be porting and polishing the head, not heads. or are you going with the 289?
Yup that's the one thing on the little Ford 6cyl that really sucks... Something that would be interesting from a economy stand point would be swap in a Ranger 3.0 & 5-speed... Would no doubt run circles around a 200 and give great fuel mileage as well... Also Aerostar had the same 3.0 but are almost always automatic, plus are usually bad...
i thought so. ive heard of people machining the cast manifold off or down or something then making a new intake. i would like to see this happen here. i would suggest doing efi instead of carbs. it will get much better power and economy than the carbs will. when you run 3 carbs you need to sync them. that can be a real pain.
If sticking with ford...and v6...I would do the 4.0L OHC from the 05+ mustangs. I had a 2 door explorer, lowered with 285's all the way around big sway bar etc, cold air intake, straight exhaust, and a tune. Motor would shift at nearly 7000 rpm consistently got 20mpg and really hauled butt! Drove it for 80k miles like a raped ape, and never skipped a beat! for ~220hp in a fairly lightweight suv it was amazing. Had a 5 speed automatic and 3.73 gears! The ranger 3.0's suck. I have a 05 ranger im working on for a friend. 30k miles, no compression on 4 cyl. Pulled the heads and the exhaust valve seats are f-ed up on all four. One hell of a repair for such low mileage!
Only probem w/ putting in Mod 4.0 wide motor is having to do some carving sheetmetal in the engine bay. Long story short... do the Windsor swap... make it easy an cost effective. Forget abt all the non-convential setups unless u have the skills and pocketbook to match... IMHO
Will this intake hit the shock tower or hood in a Maverick? I see that it is close to hitting in a Mustang. http://www.classicinlines.com/images/Intakes/pages/towerclearance1_JPG.htm http://www.classicinlines.com/images/Intakes/pages/carbhat2_JPG.htm
well I don't have the 250, is that really still mated? I never really looked I guess...and I absolutely do not want any sort of electronic injection...i know my generation is supposed to be the tech savvy one, but I hate it...it looks cluttery (unless you can tuck well) and there is an infinite assortment of sensors to go bad and **** your car...ive owned one tbi and one pi engine and they were both nightmares. So does this mean I can't port my head/intake
