Tiger 5.0 Conversion
An Article by Curtis Fisher
Sept., 2001
Page 3
"The Right Tools":
Prior to installing the engine, to facilitate accessory design, it was fixtured on a stand externally. This enabled easy access to accessory design and trial of many options. During the alternator search, ‘semi-finalists’ were tried in the car for fit. The external stand also facilitated fitting (and running) the CAT headers prior to car installation.
Several important decisions were coming together. I had to keep in mind, the location of the radiator, serpentine belt, alternator, exhaust system, new transmission, new tunnel, new centerforce hydraulic clutch, frame repairs, and body modifications. Did I mention I was courting my future bride when this "3 month" car project started? Soon after I started, there were suspension, body panels and engine parts everywhere! Besides the engine change, I was undertaking major frame repairs (assisted by Tom Hall) and this required more extensive disassembly than needed for the engine and transmission changes. The frame repairs required being able to rotate the chassis for access, fabricating and repairs. The rotisserie idea came from Tom Hall and without it, the project would have been much more difficult. The rotisserie was driven by need for extensive frame repairs. The idea grew quickly after seeing Rob’s project bomber on the rotisserie. The rotisserie was also extremely helpful in fitting and checking the transmission and engine installations.
With the body at the right height and location (upside down, sideways, preferred) the repair spots, engine and transmission fitting were enhanced by accessibility. The first fitting of the engine shows the block to rack spacing at 6.25 inches. (theblock shown is a scrap block).
Later Tom would engineer the Tremec into the bomber and those modifications were incorporated into B9470844. Modifications to the Tremec included narrowing the tail casting to fit within the tunnel. The "3 month" car project grew immensely and was not completed until after our wedding two years later. I am still happy with the priorities.
Some Differences Noted:
When you buy the 5.0 crate motor, you can mount your existing accessories as equipped on the stock Tiger. This will be a nice "bolt-in" installation. The 289 iron head front mounting bolts are not exactly as the GT-40 aluminum heads, close, but not exact. The Tiger water pump inlet is on the passenger side, the crate motor was on the driver’s side. Ford explains you must add YOUR accessories, intake, exhaust and ignition systems. For the induction I kept the F4B and Holley 600 carburetor. For exhaust I installed new CAT headers (the tech tips from Tom Hall and Don Whitely on this installation are invaluable). For the ignition I installed the MSD 8352 distributor. This is a drop in distributor, no external boxes. Please remember to change the distributor cam gear. The iron gear is not compatible with the roller cam. Also this engine uses the 351 firing order 1-3-7-2-6-5-4-8. The oil pan has a side fitting for installing the oil dip stick tube. The timing cover does not have a fitting so you will have to use your Tiger timing cover or use the pan fitting. The heads are designed to work with air pumps, you will need to plug the end holes.
The face of the oil filter is 3.25 inches from the frame rail as shown here so you will need to route external lines as you are probably doing now. It would be a very short filter to fit this! There have been many newsgroup posts on fitting the right angle Ford adapter to this location.
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