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Discussion Starter #1
I'm currently in the process of swapping in a Ford Zetec with a T5. Obviously being from a front wheel drive car several things have to be changed. I just got started and still have a lot to do, but so far it's been a pretty straight forward swap and I can tell you that the engine fits without any body modifications.
 

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When working with late model combos.
Be aware that the factory PCM's has built in rev and/or speed limiters.
No fun at all for a track car.

I've got my conversion set at 8500 rpms hard limit. 8000 soft.
Speed(mph) unlimited.
 

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Discussion Starter #3
My Zetec install is all but finished, I still have to charge the AC and do a couple more tweaks on the programming, but it runs good. Much smoother then the Opel engine. My biggest issue now is gearing. I need a 4.10 posi 82-96 Camaro 10 bolt rear end.
 

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My Zetec install is all but finished, I still have to charge the AC and do a couple more tweaks on the programming, but it runs good. Much smoother then the Opel engine. My biggest issue now is gearing. I need a 4.10 posi 82-96 Camaro 10 bolt rear end.
Congrats, it looks extremely well done. This deserves a thread of its own with pics of the entire car
 

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Nice install! And not a bit of butchery in sight....:biggthump
 

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Discussion Starter #7
Thanks, guys. I'm not fond of hack jobs. Other then removing the stock radiator brackets, throttle linkage brackets and the air cleaner bracket for a cleaner install, drilling two holes in the radiator support for the AC lines and a small dent in the right fenderwell for a little extra AC compressor fitting clearance. Nothing else was changed. An Opel engine would bolt right back in.
 

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Discussion Starter #9

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Just a note, in some states, especially states that require mandatory SMOG or Emissions Testing, if you swap a newer year engine into an older chassis model, you must retain ALL emissions controls in order to get and/or be licensed for the public roadways. Always pays to search your local DMV site for motor vehicle requirements BEFORE spending a bunch of money altering a vehicle. Unless of course it's for off-road racing (IE slalom, road-race tracks, drag racing, etc). Like I said, just food for thought.
 

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Duh. I just re-read the first post and saw T5. Now the question is, what is the T5 out of and was there anything special done to mount it to the Zetec, like a special mounting plate?
 

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Duh. I just re-read the first post and saw T5. Now the question is, what is the T5 out of and was there anything special done to mount it to the Zetec, like a special mounting plate?
The transmission should have come out of a 1980-90 Mustang LX and the bell housing from a 4-cyl Ranger truck. The bell housing from the Ranger almost bolts right in place, you would need to drill one guide hole and expand a few others.

If you do not want to use the ranger unit, Quad4 rods sells a bellhousing for the Zetec that allows you to mount a T5 unit. This is a cool installation that yields about 14oHp and gains you about 75Lbs in reduced weight.
 

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Very nice conversion, love more details when you are ready. I do have a questions on the injection system used and how it was modified to run in this application. Did you look into the performance ztec engines from ford Racing? Ron
 

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Wow! Beautiful job!:veryhappy
 

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Discussion Starter #20
I'll try and answer everyone questions. To keep from boring everyone with little details I'll hit the highpoints. If someone wants all the details on a item just ask.
I'm running a Quad 4 bellhousing with a Zetec aluminum flywheel and stock pressure plate. The clutch disk is from a thunderbird 2.3 turbo as it matches up to the T5. As most of you already know the S-10 T5 is an option to install in the GT since the shifter comes out in the stock location and the swap is pretty easily done. Since I had already been running one behind the Opel engine it was a logical choice for the Zetec. Since the Quad 4 bellhousing only accepts Ford mounting and I was wanting to upgrade to a world class transmission anyway I chose the 97 mustang T5. It's the last T5 version for the mustangs, but the main reason I picked it over other T5's is because it has the long input shaft. This requires a 1" spacer between the engine and bellhousing. I wanted this because it will cause the engine to be located an inch further forward and give the extra clearance needed for the thermostat housing to clear the firewall. The downside is that the crank pilot needs to be drilled out to accept the larger pilot bearing. The Quad 4 bellhousing has no provisions for a throw out bearing. So I shortened the T-5 front bearing retainer and machined a spacer to mount the factory Zetec hydraulic throw out bearing. The only thing I don't like about having a hydraulic clutch is that it's so soft (you can push it down with one finger) it has virtually no feel, but it works great. I swapped over the S-10 tailhousing to the Ford T-5 which required a small modification to the reverse syncro and the speedometer reluctor had to be relocated to match up with the S-10 tailhousing. If you wanted to run the stock mechanical speedometer the same modification would work for the speedo gear. That takes care of all the mods from the engine back. I'll get into the engine swap tomorrow.
 
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