Valiant

Yeah these are good. They are a little longer than they look though, there is a camshaft position sensor and a water housing on the back of the head. An F8/FE from a later courier might work too.

Hi BS5620. Plumb your rear brakes into the front port on the master cylinder. Plumb the rear port on the master cylinder into your VH44 and from there to your front brakes. You can mount your VH 44 under the dash or inner guard if you are short on space. I've built a system like this, it works well.

Hey, cool car, I've always liked these. The valve notches in your pistons are like that because the combustion chambers are not all facing the same way. Keep up the good work with the build.

Yes, converted gearboxes are out there. I have seen one in a Transit. You could look for a converted gearbox on TM or get hold of a Ford bell housing and see how hard it is to addapt to a Toyota box.

I like this. VH is the best of this shape, well chosen. The before pictures make me think Once Were Warriors.

The bolts that hold the rack to the subframe worked loose on my mark 2 once. Could be that too.

Standard tappet setting should be fine. check them again just to be sure they are spot on. Give the car a decent tune, often it is a lot of minor things all together causing problems.

Slammed beach buggy, 1302s IRS, late discbrake swing axle front, twin port motor. Lots of fun, like a road legal gokart. A guy I worked with had one.

Look out for a VW based beach buggy. They can be registered. http://www.trademe.co.nz/Trade-Me-Motor ... 267371.htm

No problens, I misunderstood you. The bit on the inner guard isn't a mixer, its a regulator. More like the float/float bowl on a carburettor. It doesn't meter fuel, it converts liquid to gas. It sounds like your EB had a ring mixer to deliver the fuel. They are pretty crappy, basicly a barbeque element in your air intake that is rolled into a very large venturi. They draw vapour from the regulator but not very accuratly, they get miss matched too. I think that's possibly why the economy was poor. A gas carb is a big step up, not as good as injection but it still meters fuel more accuratly. Kind of like a Stromberg or SU carb does with petrol. Possibly what the XF had?

Yeah all true, 205s would bake like mad wouldn't they? I read something somewhere about using a Falcon 28 spline diff with one tube cut and two factory short axles being 10mm wider than standard VG. I think I will try it if my 25 spline dies. Not much help if you are going 9" though. Some of those shift kits are pretty marginal too, they make the trans really bang into gear.

[quote name="cletusstill the factory borg warner' date=' with a 4 spider lsd from a commodore, the trans is a 904 $300 special off trademe, that works well so far, shifts good, doesnt slip or leak etc....... long term plan is build a tough 727 and minitubs/9" diff. couldnt afford to do it all at once. [/quote] Cool. I had a mental picture of smoking bits of Borg warner 35 all over the road. Does the diff have 25 spline axles? I want to get my AP5 out now. Good work, I bet you are glad to have it certed.

This is cool. What trans and diff are you using?

Have a look on T/M for a heater box. AP5-VC are the same basic car with just a little box and controlls. I have most of one in the garrage if you want some parts. This guy looks like he might have one. http://www.trademe.co.nz/Trade-Me-Motor ... 424199.htm

When and where?

Go to the testing station. They might cry a little, they can't say no though.

Comparing an XF to an ED Falcon is like comparing apples and oranges. Add two different gas systems and the compaison becomes impossible. RT when you say an Impco mixer do you mean the regulator on the inner guard? You can build a good LPG system out of second hand parts, Things become difficult when it needs certifying. If you can find a helpfull certifier its not impossible or overly expensive.

Very cool. Slant 6 and 3 speed manual? White roof suits it well.

Could you helicoil your flange to avoid nuts and bolts holding the turbo?

Yeah VC pics please. I have these cylinders on my AP5 and VG. I've had no problems bleading them. Just bench blead them thoroughly.

I'm in the process of converting my VG Valiant 265 to dedicated LPG at the moment, so I will just chuck my two cents in. LPG is much higher octane, it is also naturally a gas at room temperature so it mixes more easily with air. It releases less heat when burned than petrol so more LPG has to be burned for a similar result. LPG dosn't make carbon in your engine when burnt, when you change the oil on a dedicated engine it will come out looking as clean as it went in. When you look at LPG systems they are all aftermaket and installed by someone, there for results do vary. Like a petrol fuel system the LPG system has to be matched size wise to the engine, ie A 780cfm Holley is never going to work well on a 4k. LPG systems vary widely in the technology that they use to get the fuel into an engine too which has a big impact on the engines out put and economy. Like wise dual fuel conversions can only be a comprimise, Both fuels require different tuning so best results cannot be achieved. One more point, Only a certified installer can install an LPG system and do the initial certification. For the most part they keep things tied up pretty tight. Like wise with an LPG system.

EF1 had a coil pack under the back of the intake, EF2 switched back to a distributor. Either way they aren't much help as the timing is computer controlled on all models from EA.

Steel sump EA-EL. EF-EL were the best from that series, better gaskets etc. Early EA-EB were head gasket problem prone. EA has computer timing controll, It would be hard to make it work is you used one, Ford had enough problems making them work.

EA-ED Center point I think is the manifold, the multi point has long runners and plenum. I've seen EA manifolds with 350 holley adaptors on TM for low prices. I think that XR6 motors sell for a lot more. Could you buy a whole ED and swap the whole lot over?

+ Austin Princess calipers. If you can find some.