babyd011_

basicly from an injury im in too much pain to drive stick and i considered doing a tranny swap to auto, but then figured when if im gonna do a trany swap, why not a whole piston conversion.
i owned a v8 before (bought with the swap already done) and the set up was very powerful. i think i would like to tone it down with a v6 and a 200r4 auto tranny.

can anyone here comment on questions such as the average cost of converting?
hours spent into the swap?
does grannys really cover all the bases? or are there hidden things they dont comment on cause theyre all about selling their kits?
i remember the v8 i had was having an issue with the master cylander leaking and i was told its cause the stock item isnt compatible with the power, is this a common issue?

what are peoples experiences/comments with doing a v6 swap? or swaps in general? .....
hope you guys can give me some good valuable info, tips, tricks, anything.....
thanks!!

gnx7

iTrader: (10)

If it isn't a turbo V6 IMO it won't be worth the effort. You could always put in a stock '87-93 Ford 5.0/AOD setup. That is like a healthy V6

FCdemon

ford's 4.6 is a beefy V6...

digitalsolo

iTrader: (2)

What?

Nihilanthic

I think he means 3.8

digitalsolo

iTrader: (2)

Then he should be talking about Buick.

rarson

Heh, that's what I thought when I saw the screen name "gnx7."

FCdemon

dang, I meant 4.0 sorry

digitalsolo

iTrader: (2)

...the SOHC ranger motor?

yeah.. it's a... beast...

Nihilanthic

To benchpress?

BTW Ford DOES TOO make a 3.8 v6!

bigj50

what about a one of those chevy vortec V6's????

TransAmwonderland

I think in the old early 80s thunderbirds. I think they where TBI injected too.

SayNoToPistons

RB26 or 2jz?

peejay

And it's a turdbox just like the 4.0l. So, if you're talking 3.8l, it's either Buick or *nothing*. Sure Ford raced the 3.8 in the BGN series, but to get an engine that didn't suck hardcore, they completely re-engineered it to the point that nothing from one will fit the other.

The 4.0l SOHC is a total nightmare. They use the same head on both sides of the block, so the timing chain for one side is on the back of the engine. And if you remove the heads before first removing the main caps, the block distorts permanently. We treat these as disposable engines, since for the amount of labor required to do any major work on one, you might as well just pop in a reman and be done with it.

peejay

Wow, you just named the only two common modern-day Japanese six-cylinders that aren't V6s. Congratulations

peejay

And in pre'96 Taurus/Sable, all Windstars, pre-V8 front wheel drive Continentals, V6 mustangs through the end of the SN95s...

A 4.2l version of same replaced the 300ci "big block six" in trucks.

rarson

Sure it may be, but I bet nothing is as much a turdbox as the 2.9... That thing sucked almost as much as my Metro's 1.0.

peejay

At least you can get performance parts for the 2.9!

SCCA ClubRally used to have a "Group 2" class that had certain multipliers such that a pushrod engine could be up to 3000cc, a 2-valve OHC could be 2.4l, and a 4-valve OHC could be 2000cc. One builder posited heavily that for the most power, it would make sense to take the 2.9 and give it a slight overbore to meet the limit of the rules, and build it up with *readily available* goodies.

But then, for the conditions, there's really no point to more than 200-250hp in a 2WD car, so it was always easier to just build up a 2-liter.