Same width of block. Maybe they were thinking of the new modular motors;
those are wider I believe. I have a later 302 in my Tiger; the bellhousing
is different but the basic motor dimensions are the same. Fuel injection
would be nice, and for an Alger I would definitely do that. The issue on
the injection is the plenum height, but there are injected Tigers (and/or
Algers) around. Holley had a CFI system around that would work, but I
think they and perhaps Edelbrock have port injected low profile systems
that would fit under the hood. I 'd even consider a nice LAT scoop to make
room. I question the head problem as well, I have Dart heads (World
Product) with the modified spark plug location on my car. This caused a
major pain when installed with the headers, because the header flanges
blocked the plugs from being removed. I ultimately had to get new headers
and grind away metal so I can change plugs, but if it had been done before
the motor went into the car it would have been pretty easy. The headers
designed for the heads didn't fit in the Tiger, of course.
On David's question of speed-density vs mass airflow, the name only
implies a difference between the method of measuring the incoming air.
Speed/density judges the amount of air by counting the RPM of the engine
and measuring the density of the air with a barometer: the incoming air is
then calculated and the appropriate amount of fuel is injected to get the
desired mixture. Mass airflow systems measure the amount incoming air
directly, with a hot-wire system. Both work pretty well, but the MAF is a
little quicker and more accurate. The more important distinction to me is
port fuel injection vs central fuel injection. CFI is an electronic
carburetor; while it better regulates the amount of gas injected, both air
and fuel still have to flow though a traditional intake manifold, causing
mixture differences from cylinder to cylinder. PFI systems inject the fuel
immediately before the intake valve and can have a much better fuel
distribution from cylinder to cylinder. Some of the aftermarket PFI
systems have dedicated intake manifolds, others require drilling and
tapping existing manifolds. Both systems generally have oxygen sensors and
computers to give a proper feedback loop, but modern PFI systems can
correct a mixture within one crank rotation, reportedly optimizing each
cylinder. Amazing. The CFI is a good part-measure and would allow for
changing altitudes without changing jets etc, but if I was doing it I'd do
PFI.
Welcome on board!
Michael
"Tony Someone" <tonythetiger@onecliq.net>
Sent by: owner-tigers@Autox.Team.Net
11/12/2004 09:37 AM
Please respond to
"Tony Someone" <tonythetiger@onecliq.net>
To
<tigers@Autox.Team.Net>
cc
Subject
5.0 HO
In a recent discussion, I was told the 5.0 HO from an 88 Mark 7 would not
fit in my Tiger as the block is wider. Ive alwyas thought them to all be
the
same outside demensions from 260, 289, 302 5.0, 5.0 HO Am I wrong. I do
want
to try to use the efi but know an aftermarket installation will be
required
at the least but that there is one(perhaps made by edelbrock) that will
work. It will be for an Alger project, so some mods but nothing radical
are
OK- I also want to run an inline throw out bearing- do away with the slave
cylinder but need help in where to look and for what style best works- any
help?-----
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