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#1 |
Registered Member
Join Date: Jun 2002
Posts: 60
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![]() OK, well, i baught a 4 banger today because it was too good of a deal to pass up. Now, my question is, should i go with the EFI 302 or since i have to change everything anyway, should i just go bigger with the 351?
I heard that when you do swaps that the check engine light comes on, is there a way to stop that? I was thinking of getting a wiring harness from Painless and running a "Stand alone" engine management with the A9L computer. Since the painless harness is just the engine management, will that affect anything?? like my gauges or warngin lights? Also, I will be driving this as my daily driver so i dont want to go with a carb. I really want to go EFI, i just dont know if the 302 would be a better option(eas of install) over the 351(possibly harder to install) Anyway, any comments would be much appreciated. |
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#2 |
or '331 LX Eric'
Join Date: Jan 1999
Location: Columbus, Ohio
Posts: 2,142
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![]() This question (302 vs. 351 based engine) has come up several times over the past few months.
I hate to sound like a broken record, but in order for us to give you a solid opinion, we need to know what the car's intended use or purpose is. For example, daily driver, street machine, weekend warrior, all-out track only drag car, or somewhere in between. It would be easy for me to say: Just drop in a 408 (stroked 351) w/ 11.5:1 compression and go have some fun, but that could be a bad combination depending upon the purpose of the car. So, with that said, what are you looking for out of this car? E
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1991 5.0 LX Coupe - 40,750 miles 331 cu. in. / Tremec 3550 / BFG Drag Radials 12.22 @ 114.31 mph - w/1.89 60' |
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#3 |
Registered Member
Join Date: Jun 2002
Posts: 60
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![]() Im looking for a daily driver that i can auto-x on the weekend.
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#4 |
Registered Member
Join Date: May 2001
Location: westerville, OH USA
Posts: 618
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![]() I'd say go with an aluminum headed 331, it would be plenty fast and still pretty light.
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1990 Notchback: BBK Ceramic Coated Full length headers, Dr. Gas 3"- 2 1/2" x-pipe, Flowmaster 40's/turndowns. |
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#5 |
Registered Member
Join Date: Jun 2002
Posts: 60
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![]() People keep telling me that stroked engines burn out fast. Is that true???
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#6 |
Registered Member
Join Date: May 2001
Location: westerville, OH USA
Posts: 618
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![]() The only thing I've ever heard is the 347 had oil problems, but most companies have redesigned their piston/rod combo to fix that. The 331 is supposed to be a good setup, I don't kow for a fact cause I haven't built one yet but anytime the topic's come up the 331 seem to be the top choice. I'd look at D.S.S. motors/rotating assemblies, they seem to be one of the better engine/stroker companies.
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1990 Notchback: BBK Ceramic Coated Full length headers, Dr. Gas 3"- 2 1/2" x-pipe, Flowmaster 40's/turndowns. |
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#7 |
Registered Member
Join Date: Jun 2002
Posts: 60
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![]() ok, cool. Ill look into that. The reason i chose to do a 4 cylinder conversion is because the 4 cylinder cars havent been abused like the V8 cars. Im sure you can find V8's that havent had much abuse, but your also gonna pay top dollar for it. So, i decided to go with a body that hasnt had that kind of abuse.
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#8 |
Registered Member
Join Date: Jun 2002
Posts: 60
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![]() Also, about the "check engine" light coming on with the V8 swaps. Is that true, and if so, how do i correct that?
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#9 |
Registered Member
Join Date: Jun 2002
Posts: 60
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![]() also, is there any difference in the unibody of a 4 banger to a v8? if not, i will go ahead with it.
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