Oh gosh, here goes another one. Stevenson's at it again
I am looking closely at putting my 4.1, 3.7 and 3.3 project engines and four speed AOD gearbox in a pristine EA Fairmont Station wagon I've found.
The XC is going to get sidelined as it needs some work and parts which I can't readily get without paying big money. At the moment, I have
rust in the doors, 4 X 55 = 220, plus 100 etc prime weld and paint, 320
some rear sill repairs, Custom reweld, etc prime, 300, 20 hours
a boot and panels to repair, (new lid is 100), paint is 20, = 120
a pitman arm, 100, 15 hours
idler and tie rod ends to redo. 190 including alignment, 5 hrs
Radiator is stock 250, but a little too small. 314 for reworked XE
New low restriction exhast system, 250, custom made by me, 16 hours of flange cutting and pipe gathering
Some uppolstery repairs, 250, 2 hours my time refitting seats
new carpets, 200, 2 hours of pickup, fitting, and seat replacement
some basic rewiring, 50, 16 hours of learning and labour
A t-bar and brake pendant conversion, 100, 8 hours my labour
Warrant and rego. 25+220 = 245, 3 hours my labour
Engineers certificate. 215. 6 hours my labour
AOD and 351 flexplate and starter rebalanced, 350 + 60, .=410
Already spent 430 bucks on transport of XC, purhcase the XD pannel van for engine and electrics, and rental of lifting equipment and trailer hire.
Total runing cost is = 3739. Not bad for a car which cruises at the legal limit at of 100 clicks at 1800 rpm. At 100 mph, it will turn over at 2900 rpm in a 3400 pound vehicle. Even with the 3.23:1 gears in the stock diff.
If I slowed the project, I know I can do it more cheaply from my engine builds, but I have to build engines in my own time, and there are almost 90 hours of my time getting all the other bits sorted.
I've got an obligation to fit a 4-stage American auto to a cross flow 4.1 six. At the moment, I'm pushing the proverbial up a hill with a pointy stick. The option I landed today was a 250 buck pristine 1988 EA Fairmont wagon owned by a website designer. It has a blown head gasket on the ohc 3.9 CFI, Borg Warner 51 3-speed, and is low kilometers and in very good shape aside from a bluesy smoke.
Since the suspension, tyres, body, upolstery and running gear is all right for the 4-stage to bolt in, it leaves me with retro fitting a tall deck OHV into the stock engine bay.
I have no worries about the ignition, efi adaption, if thats the way I head. Or if I run propane or just the stock carb. The ohc has a tall head which is compensated by a 4 mm deck drop. The later sump and engine mounts are a chinch and the X-flow and log heads fit under the hood easily.
The costs are
as new rego. 500 bucks.
Wof (Steering rack, steering column, new front dampers, a new P215/65 15) 350 bucks.
3.9 sump and oil pickup mods to 3.3, 3.7 or 4.1 engine, 75 bucks, 3 hours welding
4-Stage auto and Clevo 164 tooth flywheel = 410
Certification for non standard engine, trans and engine mounts, 215 dollars.
The raditor hoses, 100 bucks and some of my ohv bits need a special change to suit the different hose arrangement, and maybee the $300 oddEB V8 radiator may be the option. Stock exhast mates up to the log or X-flow headers I have. Can't be more than $1950.
I have about that set asside for getting my 4-stage adaptor proof run.
If I certify as an EFI, or use one of my trick carb set-ups, I can run this thing as a development tool on my 25 000 mile a year drive to my new job.
I remember being in this situation four times in my life. Once with my old PA Velox before I sold it, once with my 1100 Mini, once when I ditched my plans to sell my XE Falcon and ditch the Wade blower idea, and now as I've foregone the XC taxi idea. I still love the XC, and I will store it somehow until I get it ready to accept my 228 engine for it
Time to get into it. My first 4-stage adaptor customer awaits and I'd love to give him an awesome Christmas present.
Dean
I am looking closely at putting my 4.1, 3.7 and 3.3 project engines and four speed AOD gearbox in a pristine EA Fairmont Station wagon I've found.
The XC is going to get sidelined as it needs some work and parts which I can't readily get without paying big money. At the moment, I have
rust in the doors, 4 X 55 = 220, plus 100 etc prime weld and paint, 320
some rear sill repairs, Custom reweld, etc prime, 300, 20 hours
a boot and panels to repair, (new lid is 100), paint is 20, = 120
a pitman arm, 100, 15 hours
idler and tie rod ends to redo. 190 including alignment, 5 hrs
Radiator is stock 250, but a little too small. 314 for reworked XE
New low restriction exhast system, 250, custom made by me, 16 hours of flange cutting and pipe gathering
Some uppolstery repairs, 250, 2 hours my time refitting seats
new carpets, 200, 2 hours of pickup, fitting, and seat replacement
some basic rewiring, 50, 16 hours of learning and labour
A t-bar and brake pendant conversion, 100, 8 hours my labour
Warrant and rego. 25+220 = 245, 3 hours my labour
Engineers certificate. 215. 6 hours my labour
AOD and 351 flexplate and starter rebalanced, 350 + 60, .=410
Already spent 430 bucks on transport of XC, purhcase the XD pannel van for engine and electrics, and rental of lifting equipment and trailer hire.
Total runing cost is = 3739. Not bad for a car which cruises at the legal limit at of 100 clicks at 1800 rpm. At 100 mph, it will turn over at 2900 rpm in a 3400 pound vehicle. Even with the 3.23:1 gears in the stock diff.
If I slowed the project, I know I can do it more cheaply from my engine builds, but I have to build engines in my own time, and there are almost 90 hours of my time getting all the other bits sorted.
I've got an obligation to fit a 4-stage American auto to a cross flow 4.1 six. At the moment, I'm pushing the proverbial up a hill with a pointy stick. The option I landed today was a 250 buck pristine 1988 EA Fairmont wagon owned by a website designer. It has a blown head gasket on the ohc 3.9 CFI, Borg Warner 51 3-speed, and is low kilometers and in very good shape aside from a bluesy smoke.
Since the suspension, tyres, body, upolstery and running gear is all right for the 4-stage to bolt in, it leaves me with retro fitting a tall deck OHV into the stock engine bay.
I have no worries about the ignition, efi adaption, if thats the way I head. Or if I run propane or just the stock carb. The ohc has a tall head which is compensated by a 4 mm deck drop. The later sump and engine mounts are a chinch and the X-flow and log heads fit under the hood easily.
The costs are
as new rego. 500 bucks.
Wof (Steering rack, steering column, new front dampers, a new P215/65 15) 350 bucks.
3.9 sump and oil pickup mods to 3.3, 3.7 or 4.1 engine, 75 bucks, 3 hours welding
4-Stage auto and Clevo 164 tooth flywheel = 410
Certification for non standard engine, trans and engine mounts, 215 dollars.
The raditor hoses, 100 bucks and some of my ohv bits need a special change to suit the different hose arrangement, and maybee the $300 oddEB V8 radiator may be the option. Stock exhast mates up to the log or X-flow headers I have. Can't be more than $1950.
I have about that set asside for getting my 4-stage adaptor proof run.
If I certify as an EFI, or use one of my trick carb set-ups, I can run this thing as a development tool on my 25 000 mile a year drive to my new job.
I remember being in this situation four times in my life. Once with my old PA Velox before I sold it, once with my 1100 Mini, once when I ditched my plans to sell my XE Falcon and ditch the Wade blower idea, and now as I've foregone the XC taxi idea. I still love the XC, and I will store it somehow until I get it ready to accept my 228 engine for it
Time to get into it. My first 4-stage adaptor customer awaits and I'd love to give him an awesome Christmas present.
Dean
! But,ya still get an 'A' for effort 8) ! OO6./The-X-Or-Six!
