This is kinda different question but how did people start doing Chevy Engine conversions back in the day? Was the trasfercase sill supported with the propeller? I'm trying to do a engine swap on the cheap. I have just not a lot of money.
Old Skool Engine Adapters
- Thread starter bossman28
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Downey Off Road Mfg. use to sell about 160 V8 conversion kits per month, but I closed Downey in 2009. But now here's what I can come up with:
(1) You can get the V8 installation instruction manual right here on Mud, check the Downey Off Road link.
(2) If you have the 4 speed transmission, I have the adapter, ebay #263104910673.
(3) If you want the transfer-case rear propeller mount, see my ebay #252984758782.
(4) If you just want to talk about this venture, PM me.
(1) You can get the V8 installation instruction manual right here on Mud, check the Downey Off Road link.
(2) If you have the 4 speed transmission, I have the adapter, ebay #263104910673.
(3) If you want the transfer-case rear propeller mount, see my ebay #252984758782.
(4) If you just want to talk about this venture, PM me.
If you have the 3 speed tranny you could check with "USOffroad" here on Mud to see if he still has the 3 speed conversion bellhousing, adapter, and floor shifter for sale.
I think Downey even made an motor mount that retained the stock F/2F motor mounts right?
Really?
A lot of folks think once they get an engine, bellhousing, and motor mounts that most of their major expenses are done. But in fact, it's only just the begining. It will nickle and dime you to death. You'll probably spend about as much on belts, hoses, exhaust, driveshafts, clutch, and tune up parts. Then there's the little incedentals to finish the conversion correctly.
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@apeterson, yeah I think it was called a cradle engine mount. Essentially used the stock motor mounts to mount a Chevy motor. I've got the catalog it was advertised in back at home...
pb4ugo is correct about the additional expenses, you will probably be able to detect that when you read the instruction manual, suggest you download the manual and study-up before you spend a dime.
AlaskanWheeler is correct, we use to make a bolt-in front cradle mount that bolted back to the factory front mounts, but that mount lost all of it's popularity once power steering conversions became popular (front cradle went where the p.s. pump goes), sooooo guys all started using the side weld-in front motor mounts.
AlaskanWheeler is correct, we use to make a bolt-in front cradle mount that bolted back to the factory front mounts, but that mount lost all of it's popularity once power steering conversions became popular (front cradle went where the p.s. pump goes), sooooo guys all started using the side weld-in front motor mounts.
I probably still have one of those cheap-ass cradle adapters hanging around. Museum piece.
And no offense bossman, but ALL the conversions done on the cheap end up on blocks when the trans, transfer or rear end ends up blowing out from the extra HP.
If I was starting from scratch I'd swap in a engine, trans, transfer, and centered diff rear axle. All you'd need then would be custom driveshafts to finish the conversion.
The expenses that add up are: Driveshafts, exhaust, hoses, belts, wiring, rad, etc. I saved money where I could, but it still cost about 2K usd (2K cdn + 500 cdn for a SBC).
The expenses that add up are: Driveshafts, exhaust, hoses, belts, wiring, rad, etc. I saved money where I could, but it still cost about 2K usd (2K cdn + 500 cdn for a SBC).
I guess I have to take exception to this statement. I dropped a built 350 cu. in. Chevy into my 40 in the mid 80's using the Downey kit. I kept the original 3 speed and it ran just fine up until I swapped it out for a 5 speed a couple of years ago. The 350 is still in the car today and although I did a complete drive train rebuild except for the engine everything was fine.
I think it has more to do with how you drive your rig than the size or HP of the engine in it.
We are not saying different things, so no exception needed. I am referring to all the NON REBUILT, 40 year old parts that get put behind the v-8 by guys doing a swap on-the-cheap.
You rebuilt yours.
- Thread starter
- #14
Thanks everyone for all the advice. I guess cheap is not always the best way to go but my FJ is in terrible shape. I gave $380 for the whole thing the exhaust was completely rusted away and gone from the exhaust manifold down so I will have to replace the exhaust anyway basically all the wiring in the dash is shot so wiring is not a big deal cuz that has to be done anyway. And I know I have to replace all the belts. My original F engine for my 71. Is gone it's a very long story how but I currently have a Chevy 250 with the sm420 attached and my original 3-speed transmission with the transfer case so I'm trying to decide if it's better to put this 250 in or find another find another F engine. But even if I do get another if engine parts are so astronomically expensive I don't know if it's a better deal considering I just want to drive it for me and it's such a rust-bucket it has no chance of being a show vehicle anyway.
I had a call some years back from a fellow looking for a hardtop. He balked at my quote of $400, which surprised me as I thought it was really priced to move. Turns out he gave $250 for his whole Cruiser the week before.
Ah.
I told him that IMO he wouldn't be a good customer for ANY retail establishment, having paid so little for the truck. It's a phenomenon for which I don't have a name, but which I have seen often enough that I am sure it has one.
Good luck to you.
Ah.
I told him that IMO he wouldn't be a good customer for ANY retail establishment, having paid so little for the truck. It's a phenomenon for which I don't have a name, but which I have seen often enough that I am sure it has one.
Good luck to you.
I say if the 250 is a good engine (the photo doesn't look too promising,) and the SM420 is decent.then you just have to adapt the cruiser transfer case to it. Classic Cruisers in Salida Colo has a good adapter. (Hopefully bellhousing and clutch assembly are good too but best to replace the clutch items.) There may be some driveshaft mod needed but the 420 is about the length as the stock 3 speed LC tranny I think. It would have the great granny gear power but it needs to be a pretty good running 250. The 292 GM 6 would be the best engine. Rebuild parts are going to be way cheaper for the 250 or 292 ci than what you would spend on a f engine rebuild. I stuck a 350 in my '71 back in '83, still driving the same 3speed tranny and transfer it came from the factory with. Used Downey and AA parts back then, prop not cradle type.
- Thread starter
- #19
Thanks for the advice and for where to find the PDF.
Cruiserdrew
On the way there
Looks like an old Warden Adapter plate. They work well, assuming that's what it is and the price is great.