v8lee
Posted a lot
FoMoCoMoFo
Posts: 1,045
|
|
Jan 25, 2009 11:08:17 GMT
|
|
I know it's obvious but worth pointing out that the alloy heads will save a fair amount of weight as well.
Even if you can't quite run to the mods Mark's talking about, a stock HO 5.0 will see around 250bhp just by junking the smog equipment and fitting some decent headers.
My Mustang goes like stink and all I've done is the above plus some reduction pulleys & high flow air filter.
|
| |
No more old cars
|
|
|
|
|
|
|
Jan 25, 2009 11:24:01 GMT
|
I thought it was you who didn't like doing Dollys when you said that Sprints are now in the hundreds in terms of those not going to the scrapman. That's a valid point - and one I'd not thought about! However, I wouldn't (hopefully) be doing anything irreversible and in most cases what I have a gripe with is when someone frags a saveable Sprint for it's running gear, then reshells it. This one was edging perilously close to the yard in the sky, so in some respects it's already been saved!  It's also been hacked around a bit before by several less-than-caring POs (it's not matching numbers, for a start) so it could be another lease of life for it. Plus it's all I've got and I've done a fair bit to it already. Some consideration required  Nightmares, Sammm, v8lee, thanks - there's some great information. Van goes well too ;D v8lee, the 5.0 HO - so the one from like late 80s and early 90s Mustangs? That would be more than plenty to start off with and probably satisfy my desires for the meantime Plus, of course, once it's in I can always build up something outside the car for later development |
| |
Last Edit: Jan 25, 2009 11:25:11 GMT by Lewis
|
|
|
|
|
Jan 25, 2009 11:38:58 GMT
|
|
|
| |
|
|
|
|
|
Jan 25, 2009 11:43:37 GMT
|
|
|
| |
Last Edit: Jan 25, 2009 11:47:47 GMT by Lewis
|
|
jikovron
Part of things
mechanical chaos
Posts: 633
|
|
Jan 25, 2009 12:29:43 GMT
|
|
i'm sure that the sprint rear axle can handle big torque figures,its a salisbury 4ha axle as found (with different hubs and mounts) in jensen interceptors/astonmartin db5/6,,,the lsd diff internals from a salisbury equipped jag xjs can be swapped into it,,,,so i can imagine it being good for massive power/torque although maybe the top control am bushes will get abit frayed
|
| |
|
|
|
|
|
Jan 25, 2009 12:46:28 GMT
|
The Sprint can take a maximum of 300ft.lb before the CROWNwheel, spider gears and pinion start to give out, as well as the halfshafts. Considering that most American V8s make that without even trying, it's a close run thing! It'd be marginal - but the lack of traction would, instead, hopefully be the weaklink for the meantime I didn't think the back axle was a 4HA? - do the Jag internals go in? A friend went to great extents to start fitting a 4HA (including getting it narrowed and remounted), as it had an LSD from a Jensen in it, project stalled not long after, mind. It would seem an odd oversight, the Jag LSD, seeing as everyone goes ballistic everytime a Sprint LSD comes up if there's an alternative. Salisbury did make a clutch-type LSD which was a factory option. Quaife make an ATB diff still but it's a hefty price tag and isn't a true locker. More than that I don't know |
| |
Last Edit: Jan 25, 2009 12:51:49 GMT by Lewis
|
|
|
|
|
Jan 25, 2009 12:47:46 GMT
|
|
the 5.0 HO block is slightly lighter than the earlier 302. There are a number of differences. These EFI engines are the blocks you hear about cracking down the valley at 600ish BHP or more in forced induction applications. Earlier block has more meat in it apparently and will withstand more power. For serious applications you are as well going with an aftermarket block, you can usually get more clearnance in them for wild stroker cranks. You can fit girdles and braces and the like to beef up a production block as well.
The Ford will fit places the Chevy won't and you have a front mount distributor which makes it easier to service/tune/etc. and allows for easier setting back of the engine for better weight distribution.
Chevy parts are cheaper and there is more to chose from. SBC is the most frequently built "tuner" engine in history. But they come with a wight and size penalty. Don't discount the width needed to accomodate effective headers on one of these beasties.
Either engine will be wild fun in a small light Brit car.
|
| |
1937 Austin Street Rod - 1941 Wolseley Not Rod - 1956 Humber Hawk - 1957 Daimler Conquest - 1966 Buick LeSabre - 1968 Plymouth Sport Fury - 1968 Ford Galaxie - 1969 Ford Country Squire - 1969 Mercury Marquis - 1970 Morris Minor - 1970 Buick Skylark - 1970 Ford Galaxie - 1971 Ford Galaxie - 1976 Continental Mark IV - 1976 Ford Capri - 1976 Rover V8 - 1994 Ford Fiesta
|
|
|
|
|
Jan 25, 2009 12:57:40 GMT
|
Sounds like an HO motor could be a good starting place then. I'm sure I won't be pushing that barrier for some time at any rate! Thanks for the info Alistair! |
| |
|
|
v8ian
Posted a lot
Posts: 3,766
|
|
Jan 25, 2009 14:06:14 GMT
|
|
302/351 all the time, 351 has a slightly taller deck, BUT they have been taken out to 460cui+ I'm not sure if the 351 inlet availibility is as good as the 302. I think for me, if I were to dump my RV8 I would go to a early 302, studded top and bottom, , either a 330 or 347 stroker kit, Scat make some cheap ones, fit a good set of heads, AFRs have a good reputation, this will bring the weight down to near a RV8, a good digital injection would be nice, even without the injection 450hp is easy,
Back axle, fit a LSD will help with longevity, as you share the load when excessive down both shafts
|
| |
Atmo V8 Power . No slicks , No gas + No bits missing . Doing it in style.
Austin A35van, very different------- but still doing it in style, going to be a funmoble
|
|
[*]
(well, at least, the first one I found was)
