I'll have to check with ATK again. I think they said the blocks came out of 87-93 Stang's.

Edit: I want to address the reason for electing the 331 over the 347 kit. I feel there will be more longevity with the 331 kit. It also keeps the rod ratio down, so there is not as much of an angle on the con rods at BDC. So, mostly this decision was for the safety of the engine in terms of longevity.

 

Very true.

Critter - I agree with the reasoning on keeping the rod ratio down. There are reasons Detroit doesn't build engines that way.

 

What type of EFI are you going to use? You will have to modify the Ford system if you use it to get the most out of the engine.

What gear ratios are in the Nissan differentials and what size tires are you going to use? Are the Nissan parts going to handle it?

If you get a little wild with the engine, you will need some rpms to get everything out of it, but the nissan may already have high numbered gears in it if it was a v6.

 

I'm debating between the Explorer OBDII system or an aftermarket obdI system.

The Nissan is currently 2WD with a 4.9:1 rear set. I'm looking at either 3.73 or 4.10's when I install the front diff and associated parts. I was also looking at the 05+ Dana44 rear axle as well.
Edit: keeping current tires and wheels: P265/70R16 with steel wheels from Pro Comp.

As for going too wild, I'm shooting for peak torque at or below 3000 rpm. I've got a 4 cylinder in there now, so I don't even feel any torque until 3500.

 

My buddy built a hot 347 for his FactoryFive kit car.
It's carbureted though. Very different application.

I think you are going to have fitment issues with that ZF.
They are HUGE!

He is running a Milodon 31600 road race pan and a QuickTime bell mated to a CR TKO-600.

Milodon has a bunch of different style pans for Windsors.
Front sump, rear sump, side sump for circle track, etc...
Maybe one will fit your application without having to resort to custom.

 

Yes, the ZF5 is very big. Takes a taller floor cover in our trucks. You might consider a Tremec?

 

Did anyone offer a t5 in 4x4? While the truck is 2wd now, I want to convert it. I'll put the tcase in first, then hunt down the front diff and goodies.

 

Jeep sure did...

 

Ah, thanks. I'm not a big Jeep guy, and the wife will never let me own one. Time to research more.

 

I don't think a T5 will stand up behind your combo.
They were known to be weak behind stock Jeep I-6 engines.

 

Yeah, I noticed that. What about a WC T5 with a divorced transfer? Any suggestions for this idea?

 

I know nothing about these except that my Step Mom's Jeep puked hers more than once.

 

For the stated torque output, there are only a few trans that will stand up in the long haul, while still offering OD. ZF, NV4500, and TKO being the most common. ZF and NV were offered in both 2wd/4wd setups, so mounting a transfer case is pretty simple.
ZF would be the easier to make fit the engine, but as stated, require a rather large tunnel height. NV can be retrofitted to almost any engine, since they use a separate bellhousing, opening up many more options for the clutch actuation (hydraulic or mechanical).

TKO, well they're just quite pricey........

 

IIRC Bill's TKO 600-rr was around 2,500 and the Quicktime bell was close to $700!

 

Guess my options just got small again. What about lowering the trans a few inches? My stock 5 spd is rather high in the frame, so I might have a few inches to play with. I do know that I don't want it hanging below the frame, but it might require only a slight mod to the tunnel.