The '80-'88 Ford Thunderbird is indeed a Fox-based model. The major differences between the Mustang and the Bird are in the track width and wheelbase-the T-bird is longer and wider. Despite this, you can freely mix and match parts to create a decent performance machine. You didn't say which engine your car is equipped with, but we'll assume you'd like to get a V-8 into it. Your car may already have a V-8, but it would most likely be the lower-output version. A 5.0L H.O. swap is where you'll find the most bang for the buck. Even if your car doesn't have a V-8, the swap is fairly simple. The only potential problem will be if your current engine is positioned with liquid-filled engine mounts, as some were in the '87 and '88. You'll know if this is the case, as the mounts look quite different than typical rubber-biscuit-type mounting brackets. The liquid-filled mounts use a different engine crossmember as well, so the easiest way to remedy this situation is to simply swap the crossmember for a conventional unit. You can even use the one from a Mustang, as the additional track width of the T-bird comes from its longer control arms.
You can run a Ford automatic overdrive (AOD) trans or T5 manual five-speed, again using junkyard parts to perform the swap. Many of the Turbo Coupe T-birds used the T5 trans, making them good parts donors-but don't take the gearbox itself, as the four-cylinder T5 is different than the one used behind the V-8. The Turbo Coupe is also a good source for a rear axle, as the later models ('87-'88) were fitted with the same 8.8-inch differential as the 5.0 Mustangs, though with a slightly wider housing. As a bonus, Turbo Coupes used either 3.55:1 or 3.73:1 gears, depending on whether they were equipped with automatic or manual transmissions. Later Turbo Coupes also had rear disc brakes from the factory. Note that the '87 Thunderbirds have slightly longer rear control arms, so Mustang arms may position the axle incorrectly. Once your T-bird is outfitted with the 5-liter drivetrain, the bolt-on possibilities for increased performance are boundless.
Walk on the Mild SideI'm in the planning stages of resurrecting of my '79 Corvette. I am going to use a '75 Impala 350 because it's free and I don't want to goober up my numbers-matching block. The plan is to build the mill for 10:1 compression using a Holley 770-cfm Street Avenger carb, an Edelbrock Air Gap intake, AFR 195cc street heads, a Comp Cams 280HR cam with 280 degrees advertised duration on intake and exhaust, and 0.525-inch lift on intake and exhaust with 1.5 rockers and a 110-degree lobe separation angle.
I do not anticipate spinning the engine much beyond 6,000 rpm. Are stock 350 internals (rods and crank) and a stock two-bolt main block up to the task of handling 450 hp at 6,000 rpm? Also, are hypereutectic pistons substantial enough for this mill, or will forged pistons be better in this application?
Finally, while looking through the AFR Web site, I came upon the Hydra-Rev kit, which claims to control valve float at high rpm by exerting spring pressure on the lifter body instead of the plunger like higher-rate valvesprings do. Does this actually work, and would my engine combo see any real benefit from something like this? Brian CarrCharlotte, NC