[stevo1111]

Hey everyone,

I'm venturing back into the mustang world with a summer build up of a 1985 GT convertable. The car is an auto, so I believe its some type of CFI injection. That engine is getting taken out and put in a Hot Rod.

First questions about the stock CFI engine:

1. Is it a roller cam?
2. What must be done to convert it to a carbed set up?
3. After the carb is put on, will the Lokar AOD kickdown cable be compatable?

The plan is then to pick up a 302 Roller short block off of ebay with 9.5 to 1 pistons. From there I'll put in an E303 cam, cleaned up GT40P heads (with matching GT40P headers), and top it off with an Edelbrock dual plane intake and a 650CFM carb. With this, I assumed I will need a hardened distributor gear, would an MSD distributor for an EFI set up work? I'm a bit in the dark on this.

Also, from here, I could either go the t5 route or put in a performance C4, idealy one I could shift through the gears. Which would be easier and more cost effective in the long run, can a C4 be easily retrofitted into a 1985 Fox.

Also, sorry for the long post but several other questions:

1. Should I change out the stock fan and replace it with an electric system?

2. Will I need to revamp the stock fuel delivery system, that is fuel pump and lines?

Also, I'm aware that the 7.5 inch rear is very weak, however, I will be short of funds at this point and will more than likely run it with the 7.5 for a while. Will it hold up to the power made by the engine combo? Idealy I'd like to run 4:11 gears, perhaps gears should wait for the 8.8 swap.

Any help or answers would be awesome!

Thanks,
Steve

[andrewsg]

Hey, I did the same thing with an 86 convertible. I did swap over to a t5 afterward though. Originally I used a lokar kickdown and with some finagling it worked out. Just had to put a spacer between the bushings on the carb.

I wish i saved that damned 8.8 rear end it had grenaded gears but the rear was complete and I just junked it -- bah.. damn little woman. Plus you are in CT as am I and I could have easily hooked you up with it.

If you need any assistance with your swap let me know.

What is your 'goal' for the car. Daily driver? Why are you limiting yourself to just a roller block when you can pick up a fully ran used 'race motor' for like 1500$ (thats what i did). Then refresh it (bearings, rings) and you have 380rwhp (such as my vehicle).

You have to hunt for it. And there are a lot of good deals to be had.
I scored mine from a machine shop in TX. The guy was on ebay andthe customer never paid him. I bought it for 1700 shipped and I had it within a week. Granted I had to go get it from a loading dock in Cheshire but meh whatever.

As per your specs on your v8: if its early 85 its got 165 hp, late 180hp. The carb'd manual tranny motor had a roller camshaft.. but the cfi H.O. version DID NOT. Both early and late versions of the 85 CFI HO motor used grind D3OE-6250-AA -- which is the same as I believe the 82-84 h.o manual tranny 5 liter v8s....

[andrewsg]

Oh yeah -- as per conversion -- If i remember right CFI has high pressure lines. So err..well first off it all depends on where you want to go with the setup. Let me know that first and then we'll figure it out.

I know this goes against a lot of what people 'believe' but there really is no reason to have a sumped tank on a daily driver.. although I have that setup and its an awesome setup from Glenn's Performance. Its still one crappy situation for driving around the area I live in.. Rocks, sticks, racoons.. hell i even had a skunk carcass get hit by the sump and dragged and HELD under the car.. That was certainly a stinky situation.

[84 predator mus]

the 85 cfi 5.0 could have either a flat tappet or roller cam in it. most of your early 85 cfi's were flat , later 85 cfi's could be either or.

[stevo1111]

The CFI is going to get ripped off and placed in a Model A roadster pickup. The plan is just to put a duraspark ignition, edelbrock intake and a 600cfm carb. The fuel lines and such will be made around the power plant, I'm not sure about the fuel pump, thats my dad's project. Is there anything that would prevent us from doing this?

My plan for the shell is not a daily driver. I want a quick car I could possibly drive 2-3 days a week, so it doesn't have to be the most fuel efficient or reliable.

In the 85 I'll run a fuel pressure regulator and keep the pressure low before the carb. I'm looking to build a simple budget motor with around 300fwhp. I'm hoping for a low 13 second street car that'l run with new 3V mustangs and modded 4.6's.

After alot of research, it seems like my best plan is:
low mile 302 roller short block
E303 cam
GT40-P heads, budget head work / most bang for the buck, (my father is in the machining industry so this really won't be an issue at all)
Edelbrock Performer Intake
Deamon 650CFM carb
MAC GT40-P specific headers

It seems like this would be a very easy set up to put together as well . I'm not sure if I want to take an entire rotating assembly apart.


Do you guys think mid 13's are possible on this set up?

I'll have about $1400 to put into the engine and another $800 or so into a trans. I'm looking for a fully manual valve body trans that can hold up to some real abuse.

Thanks!
Steve

By the way, its snowing up here, my 5.0 T bird driver goes veryyyyy slow in the snow haha.

[andrewsg]

With a good driver and good tires 13s are possible with just MINOR modifications.

The power goal would be like 280whp then eh? Its doable. Save money stick with a standard holley 4150 double pumper. No need to spend the extra $ on a demon. Its still just a holley .

As per the intake -- yeah if your goals are as you state stick with it. If you are thinking about going another route with the heads then id go with a bigger intake manifold.

I dont like the idea of using a regulator to 'turn down' the pressure in a cfi setup. But if thats the way you want to try it, then do so. If it were my car. I'd go for a holley blue and 3/8" feed and 1/2 return lines. OR if you want do what you are doing, the pump is already putting out more than enough pressure as is.. you will have to get a GOOD regulator that wont creep because you are making i think like 40psi or so with the cfi setup -- and the carb'd setup only needs 5-6.5 psi. You may be playing with fire there with the regulator. You may get pressure creep, which will then flood the bowls on the carb, and significantly give you headaches. I know its a pain in the ass to swap pumps. But I would. If you have access to an older block -- they can run mechanical fuel pumps, they have a spot ont he block to mount them to be run off of the motor. So that could also be an option.

If I were you fuel pump/fuel setup wise. Id go: Holley blue with a paxton style intank pickup that also has a fitting for the return, then -06 feed to the regulator and -06 or -08 from the regulator back to the tank (return). Or Run a sumped tank with the same setup.

All you need is a holley blue pump -- the thing is though if you dont go sumped. you will have to keep the tank at least 1/4 full at all times. You dont want to run the pump dry. Also be sure to get a good filter. An aeromotive 13301 regulator will work fine with that pump. The pump, the regulator, some line, a filter and a feed log for the carb will run you just under 350 bucks.. not even.

If you shop wisely even cheaper. You can always score USED stuff off ebay and go even cheaper. I scored a 50 foot roll of 1/2" aluminum fuel line on ebay last year for 8 bucks shipped.. so it is possible. You can go to an electrical supply or metal place and get 2" wide x1" tall rectangular tubing to make your own subframe connectors (for under 20 bucks). And weld the seams/reinforce your torqueboxes for even cheaper. This is -- of course if you know how to weld.

[andrewsg]

If you need any assistance, hands on let me know I'm only like 20 minutes from you.

I could give you a full layout instead of my rambling if you hit me up on AOL instant messenger (if you have it or gmail's chat service). Aim Nick: Spothlogy gmail: andrewsg@gmail.com

Ill be around.. orry for the rambling i think and type at the same time.

Regards,
gered