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gerg

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gerg last won the day on April 19

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About gerg

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    Advanced Member
  • Birthday 04/21/1976

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    Sydney
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    My workmates have a saying when I've tampered with something... "it's been Gergified!"

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  1. gerg

    Sports shift mode for fg g6e turbo

    Possibly could have some dirt or something spilled down into the shifter, which relies on switches triggered by the shift lever to tell the computer when to shift up or down. I saw lots of crap build up in there when we had BA-BF Falcons. Sent from my CPH1903 using Tapatalk
  2. gerg

    T5 to Toploader Bell

    XF series 2 4.1 was available with the proper T5. Same ratios as EA, quite possibly exactly the same box. Sent from my CPH1903 using Tapatalk
  3. gerg

    T5 to Toploader Bell

    The Mustang and E series V8 T5s have a 5/8" longer input shaft which suits such an adaptor but they aren't cheap either. The bastards know the troubles you can have trying to adapt the boxes to these older engines so no matter what option you choose, it won't be cheap. The other problem using that type of box is shifter location. Might not make too much difference but worth researching first. I resorted to some serious DIY on mine to fit an EA 6 cyl one and 6 years on, still going strong. Sent from my CPH1903 using Tapatalk
  4. gerg

    T5 to Toploader Bell

    I know for my V8 I had to start with an old mechanical clutch toploader bell and mod that to take the T5. The single rail bell I already had (hydraulic type) had the same problem you saw with the lower bolt holes of the T5 sitting way below where the mounting face ends. If you can find a 250 hydraulic single rail housing, that might fit. Some single rail and 3 speed housings have enough mounting face on the bottom to line up with the T5. I had to turn the input bearing retainer on my T5 down by about 1.5mm to fit the locating hole in the bell. Sent from my CPH1903 using Tapatalk
  5. gerg

    XE diff lsd

    Sorry brain fart, yes XE was the first coil spring Falcon... My bad [emoji849] Sent from my CPH1903 using Tapatalk
  6. gerg

    XE diff lsd

    Any leaf-sprung Falcon up to ED will bolt in, but you will need a metric brake line adaptor and correct disc handbrake cable for a sedan. Utes and wagons are longer so will have different ones. Post-ED diffs still can be used if you either swap tailshafts or change the input yoke, but I'm unsure about brake compatibility with axle flanges with the earlier brakes that you will need to use. Sedans generally are geared taller than utes and wagons. XG utes were 3.27, wagons were 3.23. XR6 utes and wagons were shorter as well, not sure on exact ratios. XHs could be an issue due to them using a lot of EF-EL parts and thus the above-mentioned handbrake cable issues. Sent from my CPH1903 using Tapatalk
  7. Track is wider on the EA-EL units, not by much (maybe 10-15mm?). AUs are 70mm wider. Will certainly help fill out the guards on an early girl The 2.77 will be 75 series, 3.45 will be 78 series. Putting the 2.77 into the later housing won't go, as although you can make the pinion work by shimming it deeper towards the carrier, you need a 75 series carrier when using 75 gears, due to the ring gear having to sit further out from the pinion centreline. The only way you can use 2.77s is to use your old open carrier, which defeats the purpose of going with the later LSD diff assembly in the first place. Unless you can somehow track down a 75 series 4-pin LSD carrier and use the newer guts out of the later ones you have. Otherwise, you could source 2.92 gears from a 78 series and they should fit. Sent from my CPH1903 using Tapatalk
  8. gerg

    CLEVELAND ENGINE TALK

    Nah wasn't me mate, I know nothing about these things Sent from my CPH1903 using Tapatalk
  9. gerg

    New Motor for Rods Mad Maxy Ute

    Yeah that would work if you know everything's straight. I like Dirko or ThreeBond myself. Sent from my CPH1903 using Tapatalk
  10. gerg

    New Motor for Rods Mad Maxy Ute

    I reckon 6mm would do it, as you're using 2 gaskets as well Sent from my CPH1903 using Tapatalk
  11. gerg

    New Motor for Rods Mad Maxy Ute

    Yeah and a good way to run in a cam and make sure there are no death rattles or knocks before you go slotting it into the chassis. Sent from my CPH1903 using Tapatalk
  12. gerg

    New Motor for Rods Mad Maxy Ute

    Sure thing mate, time is tight with my routine but if you're in town and the planets align, and social interaction is no longer verboten then sounds like a plan. Sydney OzFalconers have been quiet for a while now, life gets in the way I guess. We had a few small meetups and runs and it was a lot of fun. Sent from my CPH1903 using Tapatalk
  13. gerg

    New Motor for Rods Mad Maxy Ute

    Yep absolutely.. all these things need to fire are fuel and spark, so an engine run-in stand is a pretty good use for it when done transporting. Only issue is where to bolt the starter, but I have seen a dummy section of bellhousing face made out of flat bar so the starter has something to bolt to. That and the flywheel clearing the frame mounts on the lower part of the block are the only issues I can see. Sent from my CPH1903 using Tapatalk
  14. gerg

    New Motor for Rods Mad Maxy Ute

    In Western Sydney mate (yep a Westie born and bred) Sent from my CPH1903 using Tapatalk
  15. gerg

    New Motor for Rods Mad Maxy Ute

    That will be a nice grumpy cam, I think it's a speedway grind ("S" in the part number) and low-lift, narrow LSA. Pretty decent duration will give some sweet midrange punch. The block might have been done for nitrous, turbo or meth with those o-rings. Not sure how well a standard gasket will seal or if the fire ring on it will either contact the grooved part or be clear of it. All solid bits you have there, should be a sweet powerplant when done. EFI rocker covers could have issues with bigger cams and roller rockers but this cam isn't that big, so you might clear it. It could be a case of using double gaskets. There are spacers that AussieSpeed make for this reason but be prepared to spend. A 500 Holley is a much better choice over the usual 350, but even that might be a tad small for you at this performance level. 2-barrels are measured for flow at 3" Hg (pressure drop), 4-barrels at 1.5". So keep in mind that when a 500 is flowed at the same depression as a 4 barrel (1.5") it's more like 375cfm (ie half of a 750, which it basically is), and a 350 is more like 280cfm at 1.5". I would seriously look at fitting a 4-barrel in the 470-570 range, as this would be more like what your engine wants. It would also have a more progressive throttle and probably be better on juice (2 smaller primaries to cruise on). Also 500s are very expensive for what they are (a truck carby, basically). That's all I got for now Sent from my CPH1903 using Tapatalk
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