Just strictly "what if"ing here -
anyone know if that's possible by switching valve bodies etc?
anyone know if that's possible by switching valve bodies etc?
Re to Rh?
macx
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no...................
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X2:noooo:
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the re & rh overdrive is completly eletronic, to make this swap work. you would have to chage to a computer that had a rh trans. you would also have to change you harness for the trans. the plugs are not the same only the reverse light switch will match up.
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483 Posts
Yup, WELL aware of the details of the re & rh. Not too long ago
did a major upgrade on my re. And I never do anything without
researching to half to death. And minor wiring like that is "no problema"
So, like I said, just "what if'ing" but - -
the reason that question came up resulted from
considering different options for engine management
than the old speed density crap that's on there now.
Relatively inexpensive / simple options compared to the SCT,
totally self-doable using pretty much off the shelf oem parts,
but that deliver more output with better mileage than the stock
intake setup and more cost effective and with better results than
the "standard" approach of an "off the shelf, one size fits
all" reflash and godawfully expensive M-1 efi intake manifolds.
Basically, going to an adaptive "self-learning" mass air system
of one type or another. There are a couple aftermarket ones
available, incl Retro-Tek where you just use a good dual plane
intake, so get away from the decent-efi-intake-manifold-at-a-
reasonable-cost dilemma, like a simple Mopar or air gap 4bbl
dual plane with lots stronger mid range.
OR the aftermarket one based on the eec-iv Ford mass air system.
(OR the spare eec-iv setup I've got in my garage
)
And I DO have a Tweecer and Innovate wide band with data logging
for that system cuz I've got it in my hot rod Lincoln Mk VII on a warmed
up 351 Lightning motor. My mod's system works super with good performance
with just a stock A9P Mustang computer (but larger mass air matched to larger
injectors) and 22+ mpg at near 80 in a 4000 lb car on 87 octane.
ANYWAY - then of course the oem computer wouldn't really control anything.
And really not at all impressed with the computer's control of the re shifting
program. Some years ago, i built a hemi torque flite 727 with a shift kit
and it had a much better shifting program than my re even with a very good
shift kit.
Before anyone gets irate and there's a lot of nay-saying, that HAS been
done successfully and with great results (mass air on a 360). Besides,
like i said, I'm just "what if"ing - for now. Don't put that many miles on
annually to justify several grand for another 50 - 75 hp and totally
killing what pathetic mileage I get now in the process.
did a major upgrade on my re. And I never do anything without
researching to half to death. And minor wiring like that is "no problema"
So, like I said, just "what if'ing" but - -
the reason that question came up resulted from
considering different options for engine management
than the old speed density crap that's on there now.
Relatively inexpensive / simple options compared to the SCT,
totally self-doable using pretty much off the shelf oem parts,
but that deliver more output with better mileage than the stock
intake setup and more cost effective and with better results than
the "standard" approach of an "off the shelf, one size fits
all" reflash and godawfully expensive M-1 efi intake manifolds.
Basically, going to an adaptive "self-learning" mass air system
of one type or another. There are a couple aftermarket ones
available, incl Retro-Tek where you just use a good dual plane
intake, so get away from the decent-efi-intake-manifold-at-a-
reasonable-cost dilemma, like a simple Mopar or air gap 4bbl
dual plane with lots stronger mid range.
OR the aftermarket one based on the eec-iv Ford mass air system.
(OR the spare eec-iv setup I've got in my garage
)And I DO have a Tweecer and Innovate wide band with data logging
for that system cuz I've got it in my hot rod Lincoln Mk VII on a warmed
up 351 Lightning motor. My mod's system works super with good performance
with just a stock A9P Mustang computer (but larger mass air matched to larger
injectors) and 22+ mpg at near 80 in a 4000 lb car on 87 octane.
ANYWAY - then of course the oem computer wouldn't really control anything.
And really not at all impressed with the computer's control of the re shifting
program. Some years ago, i built a hemi torque flite 727 with a shift kit
and it had a much better shifting program than my re even with a very good
shift kit.
Before anyone gets irate and there's a lot of nay-saying, that HAS been
done successfully and with great results (mass air on a 360). Besides,
like i said, I'm just "what if"ing - for now. Don't put that many miles on
annually to justify several grand for another 50 - 75 hp and totally
killing what pathetic mileage I get now in the process.
Joined
·
2,373 Posts
I think you could put an RH in and control OD and lockup with pressure switches and a vacuum switch. BTW I have an RH for sale.
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