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The 302-2 pan seems to have a lot more pan clearance under it to the cross member than on my 67 - I am using generic 1" setback mounts and I have about 1/2" clearance - This worked good with the driveline angles. The sump is flush with the cross member. Not sure what the differences are between the early & late frames - Just an observation. That pan saved me a ton of grief BTW, Thanks.
The 302-2 pan seems to have a lot more pan clearance under it to the cross member than on my 67 - I am using generic 1" setback mounts and I have about 1/2" clearance - This worked good with the driveline angles. The sump is flush with the cross member. Not sure what the differences are between the early & late frames - Just an observation. That pan saved me a ton of grief BTW, Thanks.
Yes, the frames of the 64-67 cars are completely different and not applicable to making dimensional comparisons to the frames of the 68-72 cars. The height of the front of the engine is set in conjunction with the trans mount elevation to provide absolute clearance for the inner tie rod ends and to achieve optimized U-joint working angles in cars running stock rear suspension ride heights or those lowered up to 1" without having to cut the floor when using most automatic transmissions. The mounting component and header geometry is also configured as such that if you want to run lower suspension heights you'll merely have to cut the floor and shim the rear trans mount as needed, with a pinion adjustment, to acheive optimized U-joint angles. If I were building one of these cars and planned to lower it 2" or beyond, I would do myself a favor and use a Ford 9" rear end to take advantage of the lower pinion height they provide. The perspective of your photo that shows the clearance between the 302-2 pan and the rear side of your crossmember is very indicative of the clearance in the same area of this car, it's just impossible see it in the photo I posted as the front profile of the pan is much higher than what it is next to the front sump wall. I'm happy to hear the 302-2 pan worked well for you, it has certainly allowed me to develop better fitting LS swap components as well.
I figured there were differences just did not know what they were. I can get a finger everwhere around the pan/cross member. just making an observation on the height above the xmember on the later cars. I am just glad that mfg's are putting $$$ into development of the LS stuff, saves a lot of headaches.
I figured there were differences just did not know what they were. I can get a finger everwhere around the pan/cross member. just making an observation on the height above the xmember on the later cars. I am just glad that mfg's are putting $$$ into development of the LS stuff, saves a lot of headaches.
Are these new headers replacing the current hooker a body headers?
like the 2289-4HKR?
I can't say for certain, but I believe the 2289HKR headers will soldier on as other older Hooker LS swap headers have after I've completed full swap systems for the applications they fit. To add some more clarification, these new A-body swap parts are being designed to the higher standards of the Hooker Blackheart line, which they will be sold as.
I'm a hellwig rear sway bar guy also. Very interested in what you come out with. My current headers and too low and I've been planning on purchasing the 2289-4hkr
Also should mention the factory or aftermarket rear control arm braces. May also create a fitment issue with the tail pipes/mufflers. Luckily about every aftermarket one I've seen is the same size shape.
I'm a hellwig rear sway bar guy also. Very interested in what you come out with. My current headers and too low and I've been planning on purchasing the 2289-4hkr
Also should mention the factory or aftermarket rear control arm braces. May also create a fitment issue with the tail pipes/mufflers. Luckily about every aftermarket one I've seen is the same size shape.
No problem with the Hellwig bar, I have one on the car now and there is nothing that concerns me about being able to accommodate it and the Hotchkis bar (I'll also be test fitting the DSE bar before I'm done). I've been prototyping the exhaust system for the last couple of days and have everything run to the axle and I'll be finishing out everything to the tips over the next couple of days.
I would hold off on the 2289HKR headers unless it's something you really want to go with, since these new headers will have better clearances everywhere and be built more detailed specs (TIG welded flat flanges, merge collectors etc...).
I completed the design validation of the engine brackets and long-tube headers this past week...here are photos of the clearances provided by the headers and the Holley 302-2 oil pan when using the new Hooker forward-position engine brackets. Look carefully and you will notice the presence of the 4th-gen F-body engine mounts the brackets are based around and the fact the area that would be used for installing a low-mount A/C compressor bracket is free and clear to do as you please.
Todd... how about a picture with a OEM AC Compressor in place and what compressor / bracket would be required or used ?
Sure I can do that. I'm only in possession of a truck compressor and bracket at the moment, but the F-body compressor and bracket will fit for sure also since nothing protrudes past the ears that pick up the 4th-gen engine mounts.
Todd,
Thanks for the update and the pictures.
The engine mounts and headers look great, can't wait to see the setback position with the T56. Headers look to be tucked up nice to the floor and will provide good ground clearance. Is that 1-7/8" primaries on the headers?
Todd,
Thanks for the update and the pictures.
The engine mounts and headers look great, can't wait to see the setback position with the T56. Headers look to be tucked up nice to the floor and will provide good ground clearance. Is that 1-7/8" primaries on the headers?
10-24-2015, 10:45 AM
