Jump to content

gerg

Members
  • Content Count

    8,515
  • Joined

  • Last visited

  • Days Won

    94

gerg last won the day on January 19

gerg had the most liked content!

About gerg

  • Rank
    Advanced Member
  • Birthday 04/21/1976

Profile Information

  • Gender
    Not Telling
  • Location
    Sydney
  • Interests
    My workmates have a saying when I've tampered with something... "it's been Gergified!"

Recent Profile Visitors

14,079 profile views
  1. gerg

    SINGLE RAIL GEARBOX INFO

    Just a heads-up for anyone still running these old beasts, a bloke on an XD-XF Facebook parts group is flogging his shifter pivot kit, turns it into a short-shift and eliminates the nylon thread issue. https://www.facebook.com/groups/327674820912673/permalink/1337253159954829/?sale_post_id=1337253159954829 Dunno if you need to be a member to view though. Sent from my CPH1920 using Tapatalk
  2. gerg

    Holley 600

    I guess it depends on which one you have. I don't remember needing to remove mine when doing a cam swap Sent from my CPH1920 using Tapatalk
  3. gerg

    Holley 600

    Yeah Bear, easier but not 100% necessary. I did my factory iron manifold without pulling the dizzy. Fkers are stupid heavy! At least clevos are one engine where the dizzy doesn't mount through a hole in the manifold. Sent from my CPH1920 using Tapatalk
  4. gerg

    Boingk's F250 4x4

    Nah pic not working from Tapatalk... 17 to the hunge is exceptional in a big unit like that... I don't get much better in my 302 wags. Sent from my CPH1920 using Tapatalk
  5. gerg

    SPIGOT REMOVAL?

    I tried grease, and successfully sprayed my face with the shit Sent from my CPH1920 using Tapatalk
  6. gerg

    Panko's Mk1 Escort (Round 2)

    Best way to learn... Jump into it! Sent from my CPH1920 using Tapatalk
  7. gerg

    Panko's Mk1 Escort (Round 2)

    It might be a while before you get this job done then... Learning to TIG steel and staino is the first step, and ally is more advanced from there. Might be better off MIG-ing it as it's much more forgiving, but a poorer finish in the weld. Sent from my CPH1920 using Tapatalk
  8. gerg

    Panko's Mk1 Escort (Round 2)

    That workmanship looks really nice, I would do that instead of attempt to hack into the Escort tunnel and still have to deal with a shifter that sits further back in the car. Sent from my CPH1920 using Tapatalk
  9. gerg

    240 300 CANADIAN 6 CYLINDER

    It might fit in a Falcon engine bay if you use a slim radiator or move it in front of the support panel. Only one way to know I guess... There was a Maverick (not the 4x4) in the States getting around with one of these in it, and they share the same kind of front end as Falcon/Mustang. It was a pretty potent drag car, was turbo too. Stock internals except for valve springs. Not even rebuilt after 110k miles, runs 25 psi and does high 10s all day And here's another Mav with that motor, but this time atmo with triple Webers and much more done internally. "The Mad Frenchman"
  10. gerg

    240 300 CANADIAN 6 CYLINDER

    Ford US did some funny things in the 70s, they put 400s into cars as well as F-series, so you'd think theyd've shoehorned the 300 into a large car (using this same approach) but no... These big block 6s only went into trucks, industrial vehicles, pumps, airport tugs, etc. so maybe the mounts will pose a bit of a problem going into a Falcon. The length could be another problem: they're at least 2" longer than a crossy. Probably comparable to a Chrysler hemi 6, with both having similar bore sizes, thus spacing. Sent from my CPH1920 using Tapatalk
  11. gerg

    240 300 CANADIAN 6 CYLINDER

    I believe 390 FE pistons are feasible with an overbore and raise comp height to a reasonable amount, also 240 heads have smaller chambers so are a good boost for compression on a 300. Biggest bottleneck for performance is the heads. They can't be ported much and valve size is limited by their placement and chamber shape. Hence the clevo and LS Frankenstein combos that pop up occasionally. I dunno where you find these oddball engines Chestnut but kudos to you for having that ability. Sent from my CPH1920 using Tapatalk
  12. gerg

    Checking 275 wheel clearance on the XF

    Yeah cheers mate, just saw that myself. Knowing that is more reassuring as the ones I want are 16x8" +0. Rears for mine were going to be 16x8" -10 but they will still tuck in too much for my liking (that familiar Falcon rear track issue). I think I might be a bit naughty and go with -25. I dunno .. I already have a full set of 215/65 R16 tyres to go all round but could stretch to 9 or 10 inch rims on the back and splash out on a pair of 245 tyres or something. I'm just not a fan of staggering offsets and widths a huge amount if I can avoid it. Sent from my CPH1920 using Tapatalk
  13. gerg

    Checking 275 wheel clearance on the XF

    Great info there mate, I was worried about 8" on the front in regards to ball joint clearance, although with 17s I think the rim will sit above the ball joint regardless of offset. In any case, do you know the offset on the front? Was that rear offset +6 or -6? Sent from my CPH1920 using Tapatalk
  14. gerg

    Boingk's F250 4x4

    Sounds like you've got it covered Boink, except for maybe a tyre plug kit and 12v compressor? Sent from my CPH1920 using Tapatalk
  15. gerg

    Holley 600

    You're running an FMX aren't you? I can't remember if the kickdown linkage springs in a particular direction (all the way on or all the way off) but I know on a BW auto, if you get the kickdown adjustment wrong, you can either get slippage and early upchange (not enough kickdown) or clunking/thumping into gear and hanging on to gears (too much kickdown) as well as generally goofy shift points. I know you mentioned manually shifting but the modulation pressure, determined by amount of kickdown (which also affects clutch engagement) is still not going to be right for the amount of throttle input. Anyone else who's owned a box like yours please correct me if I'm wrong. I'm really a manual guy and I only really played with Mercedes bus/truck autos back in the day. The throttle/kickdown adjustment was critical on them, even ball joint wear on the throttle linkages would affect the shift quality heaps. Ok edit... After writing all that, I just researched and found that Ford boxes (C4, C6, FMX) have vacuum modulators to control mod pressure. So yes, you can drive it without a kickdown. Some cars/trucks came without one at all. So disregard what I said in your case, but there are boxes out there that rely on precise adjustment of the kickdown cable/linkage to achieve correct modulation (the lever is dual purpose in this case). Sent from my CPH1920 using Tapatalk
×