gerg

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You never tire of watching a fresh engine go together Sent from my CPH1920 using Tapatalk

24L/100 is excessive, I would look at the converter secondary pressure being too high, or a holed diaphragm in the mixer which is causing a higher vacuum signal at the outlet and more gas to be drawn out. In both gas cars I've had (Corty 250 with a straight gas CA300 and an EA with a dual fuel 200) I would get consistently 15L/100. Something is wrong and it could have been multiple problems simultaneously before, and you've solved one but not all of them. Sent from my CPH1920 using Tapatalk

https://www.facebook.com/groups/2526886650938225/permalink/2705840163042872/?sale_post_id=2705840163042872 Sent from my CPH1920 using Tapatalk

Might have to settle for a wagon or Fairlane as these are going a lot cheaper (in comparison). Sent from my CPH1920 using Tapatalk

Even between XE-onwards disc and drum setups, the mounting flanges are different. The bolt pattern is the same but one is turned 90 deg to the other, meaning that housings are brake-specific. I have spare what I believe to be an XD or earlier housing with the iron calipers, ventilated discs and big bearings, and the bolt pattern is different again. It looks more like a 9" pattern (square vs later rectangular). Not even the axles are compatible from the XD one to XE, so like what Dean said, best to get a complete assembly with parts that are already working together (even if it needs rebuilding) and go from there. Sent from my CPH1920 using Tapatalk

I have a BW78, this is regarding a 9-inch, which I have never owned or worked on. Sent from my CPH1920 using Tapatalk

It could be an earlier model vs late model thread (5/8 vs 16mm) on either the hose or the pump. Sent from my CPH1920 using Tapatalk

If it's the same centre as my TF corty, no they're not that strong. I think they're a 6.8" crown and were also used in Aussie Sigmas in the day. While I didn't blow mine, it wore out much more quickly than it would if it was a 75 or 78 (which came in the TE), probably not helped by being behind a 250 crossy. It just had heaps of backlash in the gears, mostly in the spiders. Was a 2.78 ratio. Sent from my CPH1920 using Tapatalk

Haha my work colleague did some time up in the mines over there, says that WA is 3 hours and 30 years behind the eastern states Sent from my CPH1920 using Tapatalk

That's right, forgot about Dearborn. So that's at least 4 casting plants they had back then... Windsor is straight across the river from Dearborn, but in Canada. Sent from my CPH1920 using Tapatalk

Well at least it had green sht in it at some stage, water jacket might be ok. Sent from my CPH1920 using Tapatalk

Michigan Casting Centre, Cleveland Foundry and..... ? Sent from my CPH1920 using Tapatalk

They turned it 90 degrees from drum to disc... Does that mean that a later EF-EL housing is rotated a further 90 so it's the same orientation as the old drum flange? Sent from my CPH1920 using Tapatalk

How do they go with adapting 351W stroker cranks to these blocks? Same bearing size, the only difference I think is something to do with the snout where the timing gear goes? Sent from my CPH1920 using Tapatalk

Could that be an old Accel? US Fords would have had a Motorcraft coil, Aussie ones Bosch. Sent from my CPH1920 using Tapatalk

Good thing about it being pre-75 is it's guaranteed to be a 400 and not a 351M (unless someone's done a dirty crank swap in the past) Sent from my CPH1920 using Tapatalk

Bloody hell how many is that now? Will that be your 4th or 5th one? Sent from my CPH1920 using Tapatalk

Umm I think that was me... My brother (XPT Crossy) gave me a set of 12 Scorpions that were meant for his cross-flow turbo build, but he's since moved that on for another project (he does that, lol). He bought them unused from another former member on here but when I went to bolt them on, the bolts were M8 x 1.25 instead of 5/16” UNC. This had me quite puzzled until I looked up the part number and the only cross-reference was for the 3.8 (Canadian) Essex V6, the T-bird engine as you mentioned. All I did was get some 5/16" capscrews and they bolted on perfectly, correct pedestal height, correct preload and only needed shimming because my heads were shaved. The remaining 4 weren't so easily obtained or fitted. I had to order them as individual items from Summit, the only ones available this way were listed for "351C/400/BFF" and when I bolted them down, they had about 0.090" of slop from cup to pushrod. So the supplied pedestals were too long. I machined them in the lathe by about 2.3mm and they bolted down fine. The weird thing about these individual rocker kits is that they each came with twin mounting channels, as one would perhaps use in a Windsor or FE 1.73 retrofit. So maybe they were simply the wrong ones for that part number? I dunno, but the last 4 rockers are on and working now and I ended up with some spare crap that I likely will never use. Sent from my CPH1920 using Tapatalk

You will likely need a pickup truck shifter like the old dogleg F-100 ones, will look and feel a bit goofy but they seem to work Sent from my CPH1920 using Tapatalk

Trust me mate, you wouldn't want my wags after the s*** it's been through. Sent from my CPH1920 using Tapatalk

Friggin score! Now to get it built to handle some right-hoof action Sent from my CPH1920 using Tapatalk

Lol the ex was gone by then, didn't have to worry about that s*** [emoji471] Sent from my CPH1920 using Tapatalk

The reflective film is actually a thin layer of aluminium. Over time, it oxidises with a white surface. Don't wash them in a dishwasher... And don't ask how I know that Sent from my CPH1920 using Tapatalk

The original T5Z was a Ford Motorsport box. I think maybe 94-95 Mustang Cobras had them. Sent from my CPH1920 using Tapatalk