sorry you're having problems, I've seen plenty of the early '90s 3.0 still goin at well over 200K mi and those with OBD-1 EFI were the ones I was referring to...
you can port the head. you can still do the 3 or 2 carb thing. you have to machine off the log portion of the cast in the head manifold. then you have full access to port. then you need to fabricate a new intake manifold in what ever configuration you want. you can even put 6 1 bbl carbs on the motor.
seesm like we're straying quite far from a "budget build" now. And.. what we "want" is often just a compromise and combination of what we "can afford" mixed with what we "can do". No offense intended here.. but it appears that you may be attempting to bite off more than you can chew with such ambitious plans. Hence, all the aforementioned.. "go V8 and be done with it" suggestions. Like I already mentioned earlier.. if you build a V8 for lowend torque and put taller tires/gears in it.. you can easily have better mileage than you already do now with that much smaller motor. The key there is lower rpm combined with the restraint to keep your foot out of just to have fun with all that newfound power. Then explore an OD swap later on down the road when funds permit once again.
i was thinking about going the other direction with it, putting a t5 in for now then later when i have the money put in a v8. do you guys really think i should do v8 first?
If you plan on doing a v8 swap down the line do it now. No sense in building up a 6 if you are getting rid of it.
well I figured putting in a T5 would be cheaper, than id leave the 6 stock till I got the money for the v8
if you're that concerned with mpg. I know it's be hard for me to justify that unless I could get a cheap t5.
its not as much mpg as it is hwy driving, the guys on the post here thought that too. i hate that i feel like im tacking out at 70mph, if i got a t5 the guys here said it would be managable because of the control over the rpms and the fact that it only has a 20% overdrive. though i was curious, could i take the bellhousing off my current trans and put it on the t5 to let it bolt up?
The 4cyl trans have the 20% O/D a V8(V6 as well)are closer to 33%... Unless you gave something like a 4.11 rear gear, the 20% is about all a 200 would stand... I'll guess the bell could be re-drilled and tapped if necessary, but I have no idea if the shaft length are even close... Length does vary on the T-5, the SN95 Stangs had a deeper bellhousing that places the trans farther back....
Check out the ford six falcon book. I'll look when I get home. They talk about modifying the bell house. There is also an article on classic inlines in the tech section
