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Appreciated (Byron) and to Rover care - yes they still list conversion plates in the catalog.
This is the sort of feedbck that makes this site what it is.
I'm going to make a final descision on what Ill be doing today or tomorrow.
Expect a post on the 2 car situation.
If I had my way I would have both the 2a and the 3. but needs must...
WILBUR if your seeing any of this give me a call.
Time to go and repeatedly bang my head against both vehicles till I work it out!:)
I'd be keeping BOTH!:D ......work on one now and keep the other one for later when you've got more time and/or money!;)Quote:
Originally Posted by WilliamB
Will
The 250 works really well in a series,especially with an auto,my Bros wagon has this conversion.
Dont go quite as good as a 302 Cleveland and C4 auto :D :D :D :cool: :cool: :cool: I have one parked in my shed!!!!
Andrew
thanks - er 250? (displays hilarious ignorance after google check).
250 c.i.d. = 4.0 litres , as in THE FORD we're talking about!;)Quote:
Originally Posted by WilliamB
4.1;)Quote:
Originally Posted by byron
The later, EB on are 4.0l, we won't talk about EA's 3.2 and 3.9:eek:
A 351 crank and rods should fix that problemQuote:
Originally Posted by LandyAndy
:wasntme:
Got a 4.0 Ford in my current workhorse, late model electronic Falcon. Is two cars in one. The first and the last. Falconengine? No thanks, long term design fault in the alum cylinder head, corrosion between 5 & 6. Ford don't acknowledge the problem and haven't fixed it after twenty years or so. Ford also use cheap s--t head gaskets which usually leak water between 80 & 140000k's or last forever (until the head corrodes out that is). Gas guzzler, uses barely less fuel than the previous workhorse, CM Valiant 265 auto, and actually uses more laden up the highway without the Vals top end performance. Bulky & heavy engine also.
Bah, you mean the problem where they stretched head bolts, causing the head gaskets to leak, NOT corrosion, their heads were designed by honda and considering the difference the crossflow heads made to the dirty old 6 pots, it was impressive, yet the heads used by ford EA on, that had these issues you talk about(well the head bolts), are produced by ford themselves, and despite the head bolts, they ARE one of the most bullet proof engines to date, and yea after what we've learnt about TF's together brian, i'm not biased to FoMoCo nor MoparQuote:
Originally Posted by Brian Hjelm
I mean corrosion. Between 5 & 6. Ask any professional engine machine shop. Make sure any Falcon head you have off gets pressure tested and inspected. These are dogs. Thirsty, heavy, and cursed with electrical problems. The heads made by Honda were complete pieces of s--t. The used car market is the best indicator of quality. Holdens sell for more than Fords.
In my opinion the best re-power for a Series LR is a Chrysler Hemi. Light, compact, powerful, and properly prepared, will rev like a turbine and do it all day. Holdens will too but are are 1.3 litres smaller. Falcon 6's are not a high performance engine and will never be, no matter what money you throw at them.