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Topic: '88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in (Read 40250 times) previous topic - next topic

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #135 –
I wish I hadn't missed out on that one....

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #136 –
Nice progress! It's always nice to be able to recoupe expences. I've been able to do that alot lately myself. That helps alot with being laid off.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #137 –
Quote from: xjeffs;294854
Shame, The 3v weighs around 420lbs with the 5.0L about 550lbs, from what I can find, plus lighter headers, I'm hoping. 

Well I don't want to bust your bubble, but...

The old 289/302 only weigh 470lbs, and with iron intake & more meat in the block are no doubt heavier than a late 5.0 I(dunno if that includes exhaust manifolds)... If there is 50-75lb difference when all is said and done I'd be surprised... A 550lbs figure would have to include all the front accessories as well...

This is a interesting swap no doubt generating lots of interest...

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #138 –
Quote from: TurboCoupe50;299752
Well I don't want to bust your bubble, but...

The old 289/302 only weigh 470lbs, and with iron intake & more meat in the block are no doubt heavier than a late 5.0 I(dunno if that includes exhaust manifolds)... If there is 50-75lb difference when all is said and done I'd be surprised... A 550lbs figure would have to include all the front accessories as well...

This is a interesting swap no doubt generating lots of interest...


I do consider your opinion to be well-respected.  However, switching to aluminum heads on the 5.0L alone is said to be around 50 pound savings.  Then to an aluminum block, maybe 75 lbs, plastic manifolds vs. aluminum 25 lbs savings, engine driven fan to electric, 10 lbs. There's no distibutor, IAC, pushrods, lifters but you have an extra cam and phasers.

If anything I may be underestimating.

I'll weigh the car when I'm done and see.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #139 –
Yeah I'd like to know the exact difference in weight myself...

In full dress(A/C & all)and on the original springs, my Bird only sets 3/4" lower in front than when it had the pressurized 4, so a 5.0 can't be very heavy(the AOD is also defiantly heavier than the orig A4LD)... Of course I do have aluminum heads and headers, which prob saves 65-70 lbs as pointed out... Figure I've heard for the 2.3T is 380Lbs, dunno how accurate that is...

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #140 –
I finally have some progress to report.  I didn't see much point in reporting every time I bought something or shined a bolt.

So I got the 2004 Cobra K member installed with 99 Cobra springs and 11 inch rotors and 73mm calipers. I found that the lower mount brackets for the k member were too long and had to be trimmed.  I also had to elongate one of the lower bolt holes.  One of the upper mounts need a 1/4" shim to sit flush.  Fortunately I found something that would work at the farm and fleet.  I also had to buy two thick 5/8" washers from Lowe's to make up for the fact that the 11" spindles were 1/4" thinner at the strut mount than the original spindle.

I also redid the LCA bushings and moog ball joints. This took a little time and frustration.  Getting the old bushings out was a pain, as was trying to install the el cheapo brand ball joints.  They kept getting pen 15eyed.  I took them back, bought the moog and had them done in about 60 seconds with a ball joint tool.

I'm also about done with the brake pedal modification to use a 2002 hydroboost and MC.  I'll post pics when I'm done.

I'm very close to a test fit of the 3v and T56.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #141 –
Here is the trim I had to do to the K member rear mounts

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #142 –
Nice...stick with it. I'd like to see it finished.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #143 –
OK, there's a lot to update and just so you don't think I've been screwing around for a year (even though I have), I'll update you on the piddly stuff too.

Most of the summer was spent prepping the turbo coupe rear end for installation.  I changed the oil, one of the calipers, upgraded the UCA bushings to Energy Suspension and got it installed with 97 Cobra springs and MM adjustable LCA's.


But the big news is....

It"s in!!!

Reply #144 –
We dropped the engine and trans in last night.  It wasn't a bad drop, it did take some work and wiggling to get every thing in.  Had we removed the bumper we could have gotten the lift to reach farther into the bay and may have made it easier.









'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #145 –
You can never seem to antite your issues accurately and that was the case here.

With the 3v fox drop, most people claim the stock manifolds will hit the fire wall.  Mine appear as though they may won't hit the fire wall, but they maybe close to hitting the steering shaft. We'll see.

Driver's side is close, the steering shaft is in the wrong place cuz the column is sitting on the floor/seat in the car.  We'll see where it ends up when connected. One exhaust stud is up against the fire wall but it looks like a straight shot around it.  Very encouraged by that.



Passenger's side is in great shape.



But the BIG issue...


It looks like a custom hood or different K member...

The other thing that isn't as I antited was the ride height.  I put in 99 Cobra springs up front to lower it, knowing it might be lower than antited, but counted on the weight loss in the engine to raise back up.  I may set the rad, battery, coolant in the compartment to see what that does to it, but it looks way off.  I do have the 97 cobra front springs, which I think are a little less stiff and progressive, so I'll try those too.



The T56 using a fox/T56 crossmember from D&D Performance was not perfect, but will work.  For some reason the JEGS T56 trans mount does not fit the trans, only the crossmember.





Any comments, thoughts or suggestions you guys have are welcome.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #146 –
This may be a silly question but are headers a possibility to clear the steering shaft?
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #147 –
Quote from: thunderjet302;376337
This may be a silly question but are headers a possibility to clear the steering shaft?

There are some that go around the shaft, so yes that's a possibility.  The problem is that there are no fox body headers for a 3V engine, so you have to use 2 or 4v headers with special adapters.  This is why I'm hoping the stocks will work.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #148 –
At least you are still making progress.

'88 Cougar XR7 4.6L 3V - update 12/27/2011; Engine, trans and TC rear end in

Reply #149 –
I'm so mad that I didn't get to help. Gaaaaaaah! Oh well I've been at work to much anyway, stupid John Deere! Looks great Jeff!