My cousin and I put a 3.0L Ford Vulcan in an early Corolla.
He swapped the spindles left to right to make it front steer added a rack and pinion to steer it.
A front sway bar completed the package.
A Megasquirt really woke up the anemic Aerostar V6.
A big single exhaust with a flowmaster in the back made it sound like hot Nissan Z Car, really turned heads when you fired it up!
In reply to DaewooOfDeath :
I understand! I dont like 4th gen F-bodies either. I still recommend them as cheap racecars if you're willing to totally strip it out, but if you don't like it you just don't like it and i totally understand that!
bentwrench said:My cousin and I put a 3.0L Ford Vulcan in an early Corolla.
He swapped the spindles left to right to make it front steer added a rack and pinion to steer it.
A front sway bar completed the package.
A Megasquirt really woke up the anemic Aerostar V6.
A big single exhaust with a flowmaster in the back made it sound like hot Nissan Z Car, really turned heads when you fired it up!
Swapped the spindles/knuckles left to right? It can't be that simple!! Moar info please. . . .
Earlier , you suggested that you would have interest in any 60 degree V6 that plays nicely with a RWD transmission. I'll push the Isuzu option again. It's a 75 degree V6, light enough to interest airplane builders, and makes good power. It will also bolt right up to any GM V6 pattern transmission without the need for an adapter plate. I have a TE27 Corolla sitting in the garage and the distance between the shock towers is enough for the Isuzu (if I ever get off my butt and get busy).
I was also thinking of using a fwd 60° V6 due to the availability or the Isuzu V6, but the crossmember and rack location of TE72 Corolla means front sump oil pans. If swaping junk from left to right and slight fab to the crossmember is needed, that would make it easier . . .
yupididit said:I'm regards to the 1uz manual trans options.
I used a 240sx KA24 5 speed transmission behind the 1uzfe. You can use ka/sr20 trans which are basically the same as well as the 300zx na or tt. They're small and more than tough enough for 1uzfe engine. The 1uz is pretty light and really wakes up with a manual teams behind it. Plus that sound it makes!
Did you buy, or fabricate an adapter plate to mate the trans to the 1uzfe ?
You can buy them all over the place. The cheapest route is the one xcessive manufacturing sells. The second cheapest is Collins adapters. Like I said before, I'm at $1,800.00. All said and done. It's 250hp of burly v8 that's very street friendly and will go 1,000,000,000 miles more.
DeadSkunk said:Since you're in Korea anyway, why not consider the Isuzu V-engine? All aluminum, SOHC or DOHC, bolts up to a GM V6 transmission, available in 3.1 and 3.5 displacements, and up to 230 HP bone stock.
This is fascinating but I have a couple questions.
Are the 230 hp versions all direct injection? If so, how much of a nightmare is that?
Are the reliability horror stories on the internet real?
I'd seriously consider one of these if the reliability is decent.
yupididit said:How does the 3grfe compare the the gm 3.8?
I like this idea, though I'm thinking 1grfe. 4L displacement, 240 hp bone stock, about the same weight as a 3.8 Buick, came in Tacomas as far back as 2002.
I've never driven a 2002 Tacoma V6, but if they shift halfway decently, I might just find a RWD, stick Tacoma and yank the drivetrain.
Now I just have to make sure it's not too tall to fit under the hood. (People who swapped these into 80s 4Runners have to fab intake manifolds in order to close the hood.)
The GM 3800 is one of the best engines ever made. And mass produced cheap in junkyards. If you can use a FWD model, the used Buicks in a junkyard are usually a better option (LeSabre/Park Avenue/Regal) as they started out often with an older individual that took good care of it with regular maintenance. These engines will go 300-400K.
The torque output is it's advantage.
In reply to DaewooOfDeath :
As far as I can tell the 230 HP versions were all direct injection. I have no experience with that, so you would be the guinea pig. There are enough Isuzus and Honda Passports around that have that engine and high mileage. I wouldn't think the reliability is so poor that I'd not consider them. You're looking at using it in a much lighter vehicle, so it would be less stressed than in a Passport, Rodeo or Trooper.
Strike_Zero said:bentwrench said:He swapped the spindles left to right to make it front steer added a rack and pinion to steer it.
Swapped the spindles/knuckles left to right? It can't be that simple!! Moar info please. . . .
The key is that he also "added a rack and pinion"...Swapping sides means that it needs the steering mechanism reversed as well. Front steer needs a front steer rack, and rear steer needs a rear steer rack.
R&P didn't show up for rwd Corolla until 1983. They were rear steer units; somewhat easily retrofitted (I swapped mine over with off the shelf parts).
If the steering knuckles can swap sides, the R&P plus modded crossmember would be an easier task for me.
In reply to Strike_Zero :
It might be possible to mount a RHD rack upside down so that it switches from rear steer to front steer?
In reply to Driven5 :
That's basically what Porsche did for the 924, essentially used a RHD Golf rack, reversed it so that it would be front steer.
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