deankxf

In Vic at least, for it to pass an engineers certificate.. it would need to meet the pollution specs of whatever's newer.. so in the XB with AU engine, it needs to have all the EFI stuff on it. if you were cheeky enough, you could fit a CFI manifold to it, and say the XG motor is CFI spec and they may not know and you may be able to stick a carby under it depending on what you need to do rego wise?(blue slip? chat to the blue slip mob if friendly) i don't know about simpler? from what i understand, the EA to EL wagon fuel tank fits in XB and has the EFI pump etc in it (fuel gauge will need mods, they read backwards from memory ) if you can find a pre smartlock ecu and all the wiring from EA and EB series 1 it would be pretty easy from what i've heard (even smart lock ecu with smart lock bypass isn't that hard, and even the AU ECU can be sent off somewhere and have the smart shield removed for $250 plus post each way from memory, so you could use the full VCT set up) a lot of these "bench racing" discussions have been done in the past, but Street Machine Carnage did an AU XR6 with Barra ECU on it for turbo install, so that's also another option possibly .

i'd keep it stock, (with a 5 speed though) but, I'm old now.

someone may already do a triple throttle body setup, but most would just go the 4 barrel below https://www.ebay.com.au/itm/163422319601

you wouldn't do that with a triple set up, i''d expect they'd be flow benched to be fairly even, and likely be better on fuel on a stock engine as is with better power and response.

there's a NZ based forum that has a lot of custom stuff.. here's the DIY Fuel Injected Thread (note, if you join there, read the rules, you can't post in their project threads, they have a separate "discussion thread" also have an intro thread like we have here but it's one continuous thread for each person to post after the next) https://oldschool.co.nz/index.php?/topic/34850-diy-fuel-injection-thread/page/121/#comment-2715941 3 ITBs from something that measures up to the right cubic inches would be kind of cool. few guys over there doing custom 3D printed in plastics or metal adapting e throttles to custom engine builds. no idea what's in that EFI thread, but no doubt whatever you've thought of and what you'd never think of would have been discussed/discovered in it.

you'd have to ask the people running turbo e series i guess. they are fine behind 351s without getting abused, mate of mine had one in his XE with mild 351 and 3.45 diff, not sure if the E series T5 is much different strength wise, but another mate has one in an XH 5 litre and it's done probably 20 1/4 mile runs and 250,000kms no issues without getting rebuilt. i'd be interestest to know what's different about a T5z the turbo barra came with (strength wise)

if you rebuilt it before breaking it, or it's in good condition to begin with, it will handle a fair amount of power. the V6 commo input shaft bearing is supposed to be an upgrade, but i don't know how it's fitted (is it full box teardown etc?)

crossflow T5 bell and EA to EL will accept any 6cyl T5 box V8 one has a longer input shaft, so probably could fit with a spacer(if there's enough room for the throwout bearing still, but then it means the tailshaft needs to be shorter if so, i doubt anyone would do that mod unless in a custom car)

Yeah My brother had the 3 on the tree manual in a panel van XB for about a month or so until it jammed the gears up. ended up with a celica 5 speed which was nice until it blew up, and then fitted corona 4 speeds (cheaper at $50) and blew 2 of them up also.. then it got a 302/C4 combo. a single rail and 2.92 diff would be nice enough upgrade, but a T5 and 3.23/3.27 ish would be the perfect combo. 130 is plenty fast enough for an XB on the street, cops will impound anything going faster these days at great expense. (My diesel gemini did over 140 i was told by the previous owner, he installed a CB to ask truckies if there was anything up the road as far as they could see before he took a run up from behind to go past them eventually getting to 140+ at times)

got a pic of the bell housing? it won't be a V8 one if it's got the standard ford 6 bell housing, (well unless Dellow make a spacer for it and then the tailshaft would be shorter, and hole in floor a different spot possibly and cross member different etc.. UNLIKELY )

I was happy with the log 250 engine in My brothers XB 30yrs ago, it was improved by fitting a C4 trans over the BW35 he blew up, and it still had a 2.92 diff. just had that off idle torque that seemed to get worse with every generation of falcon 6 right up to the AU and beyond probably.

@Thom may know something about various brands of carby, see if he can read the few posts above and weigh in on anything perhaps

if you were considering turbo or boost , vacuum secondaries are blown open in a blow through (cannot use) and i'm fairly sure they were not recommended in a draw through also. i do recall i was told to go mechanical in a manual also, but i don't see why from more recent chatting, unless its for double the squirt of fuel when they are on a gear change to prevent a lean backfire on full throttle? or just vacuum might be too slow to react for a gear change in general when thrashed? someone smarter than Me may have better info for you hopefully.

I'd have assumed XA to XE C4 trans linkage for column shift would fit the XF body pivot point. the link off the steering column i'd have assumed be in the same spot as late XF (1993, 3 speed borg warner auto) unleaded link to the bw trans was different to the leaded ones due to the cat converter.. otherwise that does swap also. I'm sure i've fitted the leaded BW box into late XF ute (had to change the bell housing due to the column shift for cat converter brace is mounted on the bell housing of late ones)*not applicable to V8 conversions, but show's it should just fit the same)

crossflow block is different to the log engine to my knowledge (aka the head won't swap) the last FEW dyno tuners i've dealt with had grounded me on the HP hunt.. with similar phrases meaning the same thing.. IT MAKES WHAT IT MAKES.. otherwise known as.. it's only going to make the sum of it's parts, if the head/cam doesn't flow enough to support a bigger carby, there's no point putting a bigger carby on. for eg. so you probably need to just either try it and see what happens to some degree. turbo would solve a lot of issues relating to power limits/flow of NA base.. generally get double the power pretty easily.. just add $$ and less legal than bolt on looking mods.