Discussion in 'Flat Fender Tech' started by rambunctious, Jul 20, 2005.
If you use Explorer pullys, they are even shorter I've been told.
that NOVAK site is awesome, thanks
i've learned a ton in two days on the topic. could even contribute to a drinking fountain discussion today on trannies, clutches, and input shafts !!!!!!
My cousin had an aluminum buick 215 in his '47 for years. It was a very nice fit. Ran like a house on fire. T90 trans behind it. He has since replaced it with a 252 V6 and the "cool" factor of that jeep is gone. Fits as easy as the v6. The olds 215 doesn't work as well because it lacks the straight up buick nailheads.
181jeep that's cool
did he need to swap out axles and such to survive the change in torque from the stock flathead? is he available to discuss what was involved in such a project? thanks
Here is a link for 215 Buick parts and info.
Be sure to read at the bottom as there is a link to a company that still manufactures parts for these motors, as they are still technically in production overseas.
I'm in the midst of a 215 install in my 64 cj5. i've done all the research already and have collected almost all the parts i need (still looking for an alternator bracket). I have it bolted up to my T90 trans, transfer case, and overdrive. I hope to mock it up in the jeep within the next month.
The buick V6 is the more economical choice as it is an easier swap, parts are plentiful, and it makes more torque than the 215 in stock form. But you can't beat the "cool" factor of an all aluminum buick v8. I'm with you, stick with the buick v8 idea.
LOL - Hey Linc, I thought you would have that done by now. Send me a diagram of the Alt bracket bolt pattern and I will see if it matches the one on the other 198 I have when I get up to the wife's folks place.
Sorry Ramb - Linc got all the conversion stuff I had to make the swap... The shipping on all that was nutz.
Hey Chuck, the shipping really wasn't that bad. i see the bellhousing alone go for more than what the flywheel clutch, adapter, bellhousing, throwout fork, starter, motor mounts, and input shaft that you sent me cost (including the shipping). Did I tell you I came across a 198 locally that was in a GPW? I picked up the motor complete with trans and tranfer case for dirt cheap. I still havent figured out if I'm gonna use your stuff, or what I bought later on (what you gave me pushes the motor 1" furthur forward then what I picked up.) I'll have it figured out after I mock up both setups and see whats what.
I thought I'd be done by now too, but then I got into steering upgrades, brake upgrades, electrical upgrades, powerlocks, a warn OD, etc, etc, etc. You know how it goes..... No bolt will be left unturned. Next summer is my revised deadline. I think I can do it as long as I don't pick up any other projects in the mean time
And the 198 I picked up had an alternator bracket on it. It doesnt work on the 215. Only a 215 bracket does....
Ford 5.0 with serpentine belt system- an EFI motor that's small, cheap- about $300 complete around here. I have done or helped with four of these swaps so far. I run one in my EB , and I helped a friend put one in his CJ-7. Even with 150,000+ miles they have been very reliable. Just change the oil and drive 'em. The early years of the SEFI are very simple. No Mass air and it will run good even without all of the sensors hooked up.(Very important when your 100 miles from civilization) The distributor is in the front, and it is lighter than the SBC. Another important consideration is how the exhaust exits. My .02
P.S. (I would probably build a 4.3 if it was me) :stout:
be different and do waht my dad did to his flattie in the early 70's: OLDS 425/turbo400. to simplify the swap, he added 20 inches to the frame between the body and fenders to keep the stock drive shafts. still has the time slip for 103mph (unsure of time) @ the 1/4 mile.
might have a pic roaming.......
I have this problem too Flowmasters on my dauntless sound mean :twisted:
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