How do theses things work, I understand the premise that the bolt patters will not match, but my concern is where in the world the Flywheel and pressure plate combo would mount, and also how these would be activated by the release bearing.

[GTRaptor]

Is that for a 4.6?

Nah....shoot me, but I'm trying to swap a Ford 302 into a Nissan 240sx. Lighter chassis, better handling and balance.

[GTRaptor]

ah !

Well, can you point me to someone that sells that adapter?

1. I wonder about the 240SX on overall handling..is it really better?
Would need to improve the front suspension with the added 302 weight.
2. Can the 240 tranny handle the Hp/torque of the 302?

I find this to be a very interesting topic..5.0s into other bodies.

Ok Here Goes. I'm very well versed on the transplanting of other J-Spec engines into the 240sx, and particularly nissan engines.

The stock engine of the 240sx is an iron block inline 4 (2.4 L), and the superb handling and weight distribution of the car was built around it. The weight of the 302 aluminum block is actually slightly lighter than that of the 240. Surprise surprise.

Handling on a 240sx is much better than that of the mustang. For one, the 240 actually has a chassis, so overall rigidity is a strong point. Secondly, the 240sx has a multi-link suspension in the front AND rear. Self explanitory.

As far as the drivetraing handling the mods, the 240sx uses the same rear end differential as the 300zx, 300zxTT, all Infinity's, and all Japanese spec Nissans. The transmission is also used in the J-Spec 240sx and it is standard in the 220 hp version of the American 240sx.

The aforementioned differential (R200) and transmission combo are currently being used in the Jun tuned Silvia (the J-Spec 240sx) which curenlty spews out 600 boosted horses.

I'm assuming the 300-400 hp of the 320 wouldn't be a problem.

Why the 320? Easy....cost. It would cost me around $10,000 to get a reliable 400 hp import engine in the car. And about two tenth's that figure to get American muscle in a 240sx (hopefully).

N.B> A cam for Imports run around $500 each...and you'd need two. There is no caparison when a roller cam costs $150.

I just wondering how adapters work. I have only seen them available for automatic tranny's (powerglides), and even those setups make no sense.

[GTRaptor]

One note here....the regular 302 blocks are not aluminum but theres one:

5.0L/302 ENGINE BLOCK (Aluminum)
Part # M-6010-c302*
Lightweight 356-T6 aluminum alloy competition race block
4-bolt main caps (all 5 main bearings)

I dont know about the cost..or weight, but it will sure be expensive

And weight, well, theres block weight and full assembled engine weight...could it be less even if using all alum parts??

The adapter could be redesigned 5.0 bellhousing or maybe just a plate that sticks betweent the stock 240 bell and the 302 (my bet)

"or maybe just a plate that sticks betweent the stock 240 bell and the 302 (my bet)"


That was my guess. But all the adapter plates i saw were a 1/2 inch square slab of aluminum (plate) with a hole cut for the tranny output shat. Thus my confusion.

Thanks for the heads-up on the 302 aluminum block.

[GTRaptor]

Check this out:

http://members.tripod.com/~grannys/listbyengine.html

The KA24E from a 1989 240 weighed 493 pounds by itself. The 302 weighed in at 470-490.

BTW thanks for the site. I was looking at it yesterday.