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Offline RICO2

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v8 conversion
« on: November 26, 2015, 12:13:03 PM »
can anyone tell me what mounts to use on a 1980 pinto doing a v8 conversion and I used mustang 2 motor mounts and frame mounts giving me the fits. also ifyou know wht exhaust manifolds would work best in my application ith a 87 302 and 5 speed manual trans . looks like there will be some clearance issues but haven't got that far yet. was gonna try the 87 mustang gt short headers . what ya think


Offline dick1172762

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Re: v8 conversion
« Reply #1 on: November 26, 2015, 01:14:53 PM »
You MUST have Mustang II V-8 frame mounts to do this the easy way. Have also seen conversions where 2.3 mounts were used by moving one of them back I inch (1"). I think it was the driver side. Speedway also sell motor mounts that bolt onto the front of the V-8. ALL of this has been written about on this site MANY times in the past. Do a search.
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Offline dick1172762

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Offline RICO2

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Re: v8 conversion
« Reply #3 on: November 27, 2015, 04:39:51 AM »
THANKS I CHECKED IT OUT AND WAS HELPFUL BUT NOT TOTALLY SO ILL KEEP DIGGIN . NEW TO SITE SO THUMBING MY WAY AROUND.

Offline Robert Policastro

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Re: v8 conversion
« Reply #4 on: December 03, 2015, 09:30:31 AM »
Ive done a few v-8 conversions. first off you need the front sump oil pan. The early 289 cast manifolds work But you need a microSD guy bend up head Pipes. The motor mounts were tricky. I uses v-8 mounts from a Mustang lo. But I had to make 4 spacers. 2  were 3/4 inch that went between the engine and the mount. They went were the 2 Bolt go. The nother went from mount to frame. Then I positioned the motor in the appropriate place and drilled 4holes per side through the frame rails. Before you say anything This worked great. My engine was a 347 w/ b&m blower,tfs heads making about 500hp. Uses the t-5 and went 11.90 on street tires with the a/c on. Biggest problem was hole in the hood & exhaust. Hooker has the header. But They didnt Fit right. Much easier them the 460 I put in my bobcat.

Offline Reeves1

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Re: v8 conversion
« Reply #5 on: December 27, 2015, 06:39:28 AM »
http://www.milodon.com/oil-pans/street-oil-pans-ford73.asp

Pan I use in my swaps above. If you order one make sure to add the parts list & pick up.
They work well , but are expensive.

Motor mounts are easy. Simply center & level the car & engine. Allow at least 1/2" between the pan & rack: with full weight of motor, trans etc installed.

Weld up a set of frame mounts to match the motor mounts & weld on frame.
I have pictures of a set if needed......

Motor mounts with the factory pin through them are now expensive. Last set I found were over $400.00.
If the ones you use do not have the center pin, you can do so yourself.

Year of car is another factor...... 71 - 73 will require fire wall / trans tunnel mods.

Offline Reeves1

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Re: v8 conversion
« Reply #6 on: December 28, 2015, 07:03:46 AM »





Offline Reeves1

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Re: v8 conversion
« Reply #7 on: December 28, 2015, 07:06:53 AM »
Frame & engine mount.....neve r mind the spacers. They were not used & I built different ones anyway.
The frame mount in the picture was built too light. Needs bracing / gussets welded in.



Offline pinto_one

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Re: v8 conversion
« Reply #8 on: December 28, 2015, 05:16:37 PM »
That brings back memories,  done something close on my 71 after I brought my new 72 pinto,  only I used the early 65 mustang block, it had the 5 bolt bell housing which was small and did not have to beat up the firewall, used a T-10 . My next V-8 pinto was a 74 wagon , but then we had plenty of mustang II in the yards to rob

76 Pinto sedan V6 , 79 pinto cruiser wagon V6 soon to be diesel or 4.0

Offline 74 PintoWagon

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Re: v8 conversion
« Reply #9 on: December 28, 2015, 08:59:24 PM »
My next V-8 pinto was a 74 wagon
Curious, is the 74 any easier/harder than the early ones to convert??..
Art
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Offline pinto_one

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Re: v8 conversion
« Reply #10 on: December 29, 2015, 07:02:35 AM »
Yes it was easier
 , the side frame rails were wider and stronger , the transmission tunnel was larger and a longer engine compartment, plus the extra things like a beefed up suspension and most of the mustang II goodies were a bolt on

76 Pinto sedan V6 , 79 pinto cruiser wagon V6 soon to be diesel or 4.0

Offline 74 PintoWagon

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Re: v8 conversion
« Reply #11 on: December 29, 2015, 09:12:54 AM »
Thanks, I'll have to keep that in mind. 8)
Art
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Offline 72pintoproject

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Re: v8 conversion
« Reply #12 on: December 30, 2015, 05:26:15 PM »
It is possible to fabricate your own mounts. Here are a couple of pictures of an installation in a 72. Small amount of clearance between firewall and bellhousing and rack and oilpan. The incentive was to have the stock hood close without modifications for either the breather or hood pins. I'll post pictures of the mounts if I can figure out the attachments.

Offline 74 PintoWagon

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Re: v8 conversion
« Reply #13 on: December 30, 2015, 09:12:50 PM »
Nice setup, looks like it came from the factory this way.
Art
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Offline 72pintoproject

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Re: v8 conversion
« Reply #14 on: December 31, 2015, 01:38:21 PM »
Thanks for the comment. That was my intention, to make it look like somewhat of a stock setup or early conversion. It is an early five bolt block which makes it a little smaller in the bell-housing area. One disadvantage is the lack of clearance on the front of the engine and rad.

Offline pinto_one

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Re: v8 conversion
« Reply #15 on: December 31, 2015, 08:21:44 PM »
My first one was a five bolt block, found a trick to shorten the water pump a few  inchs , if you have the org 65 pump and front cover , to see what I mean find a load pump like yours and press apart , you will find out that you can cut the nose of the pump
About a inch and a half, install new seal , then press a new bearing until it around a eighth of in inch from the seal , then press the pulley flange on the shaft untel it almost touches the bearing , last you will have to cut the extra length of shaft on the impeller side , then press on the impeller , you now have a more room to the Radiator , now you have to machine up some pulleys to match , back then I had a machine shop but they are a few that just to car pulleys , and make sure you use the three bolt damper , it's also the shortest ,

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Offline Reeves1

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Offline pinto_one

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Re: v8 conversion
« Reply #17 on: January 01, 2016, 08:45:48 AM »
Easy now , would have been nice to have that setup back then , I still remember the hours I spent machining everything to make it shorter , learned back then you did not have to cut up the car to make things fit ,always like the sleeper effect when friends Picked on you and did not know what was under the hood with their mustang or corvette, good old days 👹
76 Pinto sedan V6 , 79 pinto cruiser wagon V6 soon to be diesel or 4.0

Offline 72pintoproject

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Re: v8 conversion
« Reply #18 on: January 01, 2016, 09:01:44 AM »
Pinto_one, that is a neat modification trick, that sounds like something I would like to try in order to gain the critical front clearance. Too bad I didn't save the old pump to practice the mods with old parts to try and follow your instructions. My fan has already made contact with the rad on one occasion. By chance do you have any pictures of a modified pump? To me tracking down a pulley may be the biggest obstacle.
Reeves1, good idea but I believe the early blocks already have this short pump application. They also require a pump without the rear spacer plate, and the outlet is on the other side. Not that big deal but requires further mods. I am running the original three bolt damper. This engine is not a high performance powerhouse, just more of a novelty. as you know the falling Canadian dollar makes guessing in this hobby a lot more expensive!
   

Offline pinto_one

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Re: v8 conversion
« Reply #19 on: January 01, 2016, 10:39:02 AM »
I have to see if I have any left , this was over forty years ago , the pump I remember did not have a rear plate and I do not know if the 5.0 newer pumps could be made shorter , found out they were first used in the 5.0 in the explorer, they do not have the provision for a fuel pump, and did not use the V-belts , the lower pulley I used was off a 289 with a add on A/C , it was cast and had four groves , I machined two of he groves off , the inter grove drove the pump and alternator, the other drove the A/C compressor, on the radiator I put the side brackets on backwards, so I could use spacers to bring the radiator forward more , trimmed the top of the crossover a little, most people cut it out , I do not like to do that , my rule is every little small mod on each part adds up, got carried away on milling everything for that extra space someplace where I need it , and my last advice is Don't Cut The Car !!! Everyone have a happy new year , later Blaine




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Offline dick1172762

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Re: v8 conversion
« Reply #20 on: January 01, 2016, 10:49:39 AM »
"Don't Cut The Car" I'll second that! As soon as you cut, the value goes out the window.  2.9 or 4.0 V-6 is the only smart way to go if you want more power.
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Offline blink77

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Re: v8 conversion
« Reply #21 on: January 01, 2016, 06:29:27 PM »
I'm in the process of putting a different 351w in my 79 ( actually a 77) and went
with the Ford Racing short pump. I found original Ford aluminum pulleys on E-bay
 a few years ago. I can't believe the difference it makes in the way of clearance.
But the down side is it cost me about 375.00. Worth every penny!!!!!!
I do have pic's I can send, but I have no idea how to post. I think I have my first
New Years resolution. Learn how to post pic's!!!!!
Bill

Offline 65ShelbyClone

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Re: v8 conversion
« Reply #22 on: January 01, 2016, 07:08:45 PM »
Curious, is the 74 any easier/harder than the early ones to convert??..

'74 and later is easier for nearly anything you'd want to do to a Pinto. The radiator support is about 2-3" further forward and frees up a lot of space in the engine bay compared to a '71-73.
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Offline 74 PintoWagon

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Re: v8 conversion
« Reply #23 on: January 01, 2016, 08:46:46 PM »
'74 and later is easier for nearly anything you'd want to do to a Pinto. The radiator support is about 2-3" further forward and frees up a lot of space in the engine bay compared to a '71-73.
Thanks, a V-8 conversion is sounding better all the time...
Art
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Offline Reeves1

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Re: v8 conversion
« Reply #24 on: January 02, 2016, 07:52:45 AM »
'74 and later is easier for nearly anything you'd want to do to a Pinto. The radiator support is about 2-3" further forward and frees up a lot of space in the engine bay compared to a '71-73.

Trans tunnel is also different, in a good way. From what I've read, no mods required.

Offline 65ShelbyClone

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Re: v8 conversion
« Reply #25 on: January 02, 2016, 03:37:06 PM »
Thanks, a V-8 conversion is sounding better all the time...

Well, if you want a fast old car that handles like a dump truck...

I know it's GM-based, but a V8 that I think would be a better candidate than an SBF is the Rover 3.5/3.9/4.0L. They're about 50lbs lighter than a Lima 2.3 and make twice the power. They are about 100lbs lighter than an aluminum intake Ford 302.
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Offline 74 PintoWagon

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Re: v8 conversion
« Reply #26 on: January 02, 2016, 06:30:14 PM »
Well, if you want a fast old car that handles like a dump truck...

I know it's GM-based, but a V8 that I think would be a better candidate than an SBF is the Rover 3.5/3.9/4.0L. They're about 50lbs lighter than a Lima 2.3 and make twice the power. They are about 100lbs lighter than an aluminum intake Ford 302.
That would be cool, that's the old Buick/Olds all aluminum 215ci I believe.
Art
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Offline Reeves1

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Re: v8 conversion
« Reply #27 on: January 03, 2016, 05:46:43 AM »

Offline 74 PintoWagon

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Re: v8 conversion
« Reply #28 on: January 03, 2016, 06:42:04 AM »
That would be badazz...

Art
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Offline 72pintoproject

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Re: v8 conversion
« Reply #29 on: January 03, 2016, 08:53:02 AM »
I have probably only put about 100 miles total of test drive miles on the V8 pinto but I really wouldn't describe it's handling as the same as a dump truck. It's similar to my other old cars, a V8 66 Mustang and V8 Maverick. These cars are what they are. The brakes rather than handling were my bigger concern. The rear is a five bolt 10" drum and the front is a five bolt 9" disk  originally designed for the 74-80 Pinto. On test drives I was able to lock the brakes up so I "guess" I am okay.
The other options for swapping are neat but around here they just wouldn't be nearly as economically feasible as the small block Ford. I still think there would be a fair bit of fabrication with things like oil pans on any swap.
I knew there was more room in the trans tunnel on the later cars, I didn't realize there was more room on the rad support as well. The small trans tunnel is certainly an aggravation to work around.