1962 dodge lancer v8 swap. info needed

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hey. i've done this swap. use the schumacher motor mounts they advertise for 63-66 abody. but they work. and if you call them they will tell you that. here's that link

http://www.engine-swaps.com/Pages/ProductsYear/63.66aBody.html.

use the A904 trans the variations used also were A998, and A999. which are the same case size as the A904. so those will fit in place of your old slant 5 torqueflite. i have one if you can't find one. your not that far from me. your converter will be fine if you use the b&m flexplate that is for the externally balanced 360. here's that link

http://bmracing.com/?wpsc-product=chrysler-sfi-flexplate-‘71-’92-chrysler-360-wtf904

the heater box on the fire wall just remove and make a flat plate to bolt in its place. pre 70's exhaust manifolds will fit and so will first gen dodge dakota 318 manifolds. i used the ones from a 92 dakota. and then use a mid sump oil pan. and your pretty much there. you'll need to decide which water pump after you find your radiator. pre 70 exits on one side and after 70 on the other side. this one is also alominum with fins and also has been refered to as the ac water pump
 
rapidtransitric said:
hey. i've done this swap. use the schumacher motor mounts they advertise for 63-66 abody. but they work. and if you call them they will tell you that. here's that link

http://www.engine-swaps.com/Pages/ProductsYear/63.66aBody.html.

use the A904 trans the variations used also were A998, and A999. which are the same case size as the A904. so those will fit in place of your old slant 5 torqueflite. i have one if you can't find one. your not that far from me. your converter will be fine if you use the b&m flexplate that is for the externally balanced 360. here's that link

http://bmracing.com/?wpsc-product=chrysler-sfi-flexplate-‘71-’92-chrysler-360-wtf904

the heater box on the fire wall just remove and make a flat plate to bolt in its place. pre 70's exhaust manifolds will fit and so will first gen dodge dakota 318 manifolds. i used the ones from a 92 dakota. and then use a mid sump oil pan. and your pretty much there. you'll need to decide which water pump after you find your radiator. pre 70 exits on one side and after 70 on the other side. this one is also alominum with fins and also has been refered to as the ac water pump
Click to expand...

hey thanks alot man. ive actually been picking up pieces. been slowed my christmas shoppin and the slow season here at the shop but got the tranny so far. 80 bucks off craigslist. a904 off a 318 .

i saw those mounts last week and wondered if they would work. im glad to hear from somone whos used them they do.

ill keep you guys posted as it comes together.
 
I have been reading with great interest about swapping a v8 into an early Lancer or Valiant. I would like to clear up a couple of things.

I purchased the front "half" of a 67 Dart that had an altercation with a back of a truck and a barrow ditch. The drivetrain was a hipo (235 HP) 273, 4 speed and an 8 3/4 rear end. Hot Rod had come out with an article on the swap back in around 68 to 70 and the brief article said that it made a very good swap and made a fast car.

Being young and crazy back in 1969, I decided to try it on a 62 Valiant Signet. On the 273 and 318 engines of the era (non-polyspheric 318), you needed to purchase one engine mount. I do not remember whether it was the right one or the left one. The 340 and 360 currently have a different engine mount and the sources can be found on this thread. The rear trans bolted right up.

The dropped center link is key and was available, I believe, on the 64-65 A bodies. I just purchased on a couple of years ago and don't appear that difficult to find.

I converted the tranny to a four-speed from an original /6 automatic. The clutch/brake linkage came out of a manual trans valiant and bolted in. The transfer linkage to the throwout bearing on the clutch did have to be modified slightly by shortening the tube between the body and the clutch mounting. Otherwise, it worked perfectly.

The heater housing was not a problem and in the cold winters here I wanted heat! Therefore, I cut a hole in the heater housing, took paper mache' and made a mold and simply fiberglassed a hole for the distributor to fit in. I worked perfectly and allowed me to maintain the stock heater core.

The exhaust came out of a hi-po 64 Barracuda (I think I paid $20 for it at the time). The left-hand exhaust off of the 67 Dart hi-po engine was similar to the 340 in that it didn't drop below the torsion bar with a severe 90 degree turn. We simply connected a new pipe to this exhaust manifold and connected it to the 64 Barracuda exhaust. The right exhaust pipe bolted on. At the back of the car, I folded up part of the rear pan to accommodate the square exhaust pipe. That exhaust had a sound to behold when you stood on it!

The radiator mount was simple. Went to the junkyard, got a radiator out of a Dodge sedan, cut the mounts and re-welded the mounts forward so that the radiator sat forward a little bit. On hot days in the city, however, I wished I would have had a fan shroud as the engine would run hotter if I was stalled in traffic.

The 8 3/4 rear end bolted up without modification and I retained the original brakes. The driveshaft needed to be shortened slightly, not a problem for a good driveshaft shop.

Since the original Dart had a 4-speed with a Hurst floor shift, I had to modify the floor pan. I cut a hole in the floor and went to the junkyard to search for a floor pan for a 4-speed Chrysler car. I simply bent and cut until the 4 speed floor pan section went into place. No other trans tunnel mods were needed with the 273.

I kept the body stock, put on 14" 5 1/2" wide wheels with standard set-back, painted black. I then purchased some dog-dish hubcaps to complete the deception.

The result? What a sleeper! A car that in the late 60's could defeat Chevelle 396s, Ford 406s, etc. At the time, tire technology was pretty bad. Because the Valiant was so light, it would get off the line quickly while the competition was still trying to get traction. Once I was "on the cam - solid lifters" at above 3500 RPMs, I was moving! However, you could hear them catching up at the end of a quarter mile. It was a fun time.

Therefore, I have purchased a 62 Lancer hardtop to do the same. I plan on a 360/383 hp crate, modern 727 OD trans, 8 3/4 rear end narrowed for internal tubs. Anybody out there doing this? I know that the trans tunnel will be too small, but no problem with a welder, compressor and metal tools.
 
mortermervic said:
I have been reading with great interest about swapping a v8 into an early Lancer or Valiant. I would like to clear up a couple of things.

I purchased the front "half" of a 67 Dart that had an altercation with a back of a truck and a barrow ditch. The drivetrain was a hipo (235 HP) 273, 4 speed and an 8 3/4 rear end. Hot Rod had come out with an article on the swap back in around 68 to 70 and the brief article said that it made a very good swap and made a fast car.

Being young and crazy back in 1969, I decided to try it on a 62 Valiant Signet. On the 273 and 318 engines of the era (non-polyspheric 318), you needed to purchase one engine mount. I do not remember whether it was the right one or the left one. The 340 and 360 currently have a different engine mount and the sources can be found on this thread. The rear trans bolted right up.

The dropped center link is key and was available, I believe, on the 64-65 A bodies. I just purchased on a couple of years ago and don't appear that difficult to find.

I converted the tranny to a four-speed from an original /6 automatic. The clutch/brake linkage came out of a manual trans valiant and bolted in. The transfer linkage to the throwout bearing on the clutch did have to be modified slightly by shortening the tube between the body and the clutch mounting. Otherwise, it worked perfectly.

The heater housing was not a problem and in the cold winters here I wanted heat! Therefore, I cut a hole in the heater housing, took paper mache' and made a mold and simply fiberglassed a hole for the distributor to fit in. I worked perfectly and allowed me to maintain the stock heater core.

The exhaust came out of a hi-po 64 Barracuda (I think I paid $20 for it at the time). The left-hand exhaust off of the 67 Dart hi-po engine was similar to the 340 in that it didn't drop below the torsion bar with a severe 90 degree turn. We simply connected a new pipe to this exhaust manifold and connected it to the 64 Barracuda exhaust. The right exhaust pipe bolted on. At the back of the car, I folded up part of the rear pan to accommodate the square exhaust pipe. That exhaust had a sound to behold when you stood on it!

The radiator mount was simple. Went to the junkyard, got a radiator out of a Dodge sedan, cut the mounts and re-welded the mounts forward so that the radiator sat forward a little bit. On hot days in the city, however, I wished I would have had a fan shroud as the engine would run hotter if I was stalled in traffic.

The 8 3/4 rear end bolted up without modification and I retained the original brakes. The driveshaft needed to be shortened slightly, not a problem for a good driveshaft shop.

Since the original Dart had a 4-speed with a Hurst floor shift, I had to modify the floor pan. I cut a hole in the floor and went to the junkyard to search for a floor pan for a 4-speed Chrysler car. I simply bent and cut until the 4 speed floor pan section went into place. No other trans tunnel mods were needed with the 273.

I kept the body stock, put on 14" 5 1/2" wide wheels with standard set-back, painted black. I then purchased some dog-dish hubcaps to complete the deception.

The result? What a sleeper! A car that in the late 60's could defeat Chevelle 396s, Ford 406s, etc. At the time, tire technology was pretty bad. Because the Valiant was so light, it would get off the line quickly while the competition was still trying to get traction. Once I was "on the cam - solid lifters" at above 3500 RPMs, I was moving! However, you could hear them catching up at the end of a quarter mile. It was a fun time.

Therefore, I have purchased a 62 Lancer hardtop to do the same. I plan on a 360/383 hp crate, modern 727 OD trans, 8 3/4 rear end narrowed for internal tubs. Anybody out there doing this? I know that the trans tunnel will be too small, but no problem with a welder, compressor and metal tools.
Click to expand...

sounds like you have it all figured out.:newb:
 
mortermervic said:
I have been reading with great interest about swapping a v8 into an early Lancer or Valiant. I would like to clear up a couple of things.

I purchased the front "half" of a 67 Dart that had an altercation with a back of a truck and a barrow ditch. The drivetrain was a hipo (235 HP) 273, 4 speed and an 8 3/4 rear end. Hot Rod had come out with an article on the swap back in around 68 to 70 and the brief article said that it made a very good swap and made a fast car.

Being young and crazy back in 1969, I decided to try it on a 62 Valiant Signet. On the 273 and 318 engines of the era (non-polyspheric 318), you needed to purchase one engine mount. I do not remember whether it was the right one or the left one. The 340 and 360 currently have a different engine mount and the sources can be found on this thread. The rear trans bolted right up.

The dropped center link is key and was available, I believe, on the 64-65 A bodies. I just purchased on a couple of years ago and don't appear that difficult to find.

I converted the tranny to a four-speed from an original /6 automatic. The clutch/brake linkage came out of a manual trans valiant and bolted in. The transfer linkage to the throwout bearing on the clutch did have to be modified slightly by shortening the tube between the body and the clutch mounting. Otherwise, it worked perfectly.

The heater housing was not a problem and in the cold winters here I wanted heat! Therefore, I cut a hole in the heater housing, took paper mache' and made a mold and simply fiberglassed a hole for the distributor to fit in. I worked perfectly and allowed me to maintain the stock heater core.

The exhaust came out of a hi-po 64 Barracuda (I think I paid $20 for it at the time). The left-hand exhaust off of the 67 Dart hi-po engine was similar to the 340 in that it didn't drop below the torsion bar with a severe 90 degree turn. We simply connected a new pipe to this exhaust manifold and connected it to the 64 Barracuda exhaust. The right exhaust pipe bolted on. At the back of the car, I folded up part of the rear pan to accommodate the square exhaust pipe. That exhaust had a sound to behold when you stood on it!

The radiator mount was simple. Went to the junkyard, got a radiator out of a Dodge sedan, cut the mounts and re-welded the mounts forward so that the radiator sat forward a little bit. On hot days in the city, however, I wished I would have had a fan shroud as the engine would run hotter if I was stalled in traffic.

The 8 3/4 rear end bolted up without modification and I retained the original brakes. The driveshaft needed to be shortened slightly, not a problem for a good driveshaft shop.

Since the original Dart had a 4-speed with a Hurst floor shift, I had to modify the floor pan. I cut a hole in the floor and went to the junkyard to search for a floor pan for a 4-speed Chrysler car. I simply bent and cut until the 4 speed floor pan section went into place. No other trans tunnel mods were needed with the 273.

I kept the body stock, put on 14" 5 1/2" wide wheels with standard set-back, painted black. I then purchased some dog-dish hubcaps to complete the deception.

The result? What a sleeper! A car that in the late 60's could defeat Chevelle 396s, Ford 406s, etc. At the time, tire technology was pretty bad. Because the Valiant was so light, it would get off the line quickly while the competition was still trying to get traction. Once I was "on the cam - solid lifters" at above 3500 RPMs, I was moving! However, you could hear them catching up at the end of a quarter mile. It was a fun time.

Therefore, I have purchased a 62 Lancer hardtop to do the same. I plan on a 360/383 hp crate, modern 727 OD trans, 8 3/4 rear end narrowed for internal tubs. Anybody out there doing this? I know that the trans tunnel will be too small, but no problem with a welder, compressor and metal tools.
Click to expand...
I am doing 360 in my lancer
 
Just order the Tex Smith hot rod swap books from 60 an 70 will post what I find
 
andrew fabian said:
hey guys. i was hoping someone could help me out and another member directed me here.

i have a 1962 dodge lancer slant six 170 with a as far as i know a a904 torqueflite trans. beyond that its a solid rust free car ide like to turn into a street/ strip rod. perhaps more street for now until my engine experiance is a bit higher in the future. but for now i want to start by converting it into a v8.
my question i suppose is where do i start. i have a engine in mind i was thinkging a 360 LA.

i am a handy fellow and think i can handle the swap and what not else comes my way. just dont know the ins and outs and need some sage like advice. ive gone through old forums on here and found a few for valiants. but wasnt to sure on just how similiar they are. also couldnt find year specific info.

so i guess i have alot of bases i need covered like: 360 good idea? will it bolt up to my current 904? do i need to swap the k frame? is there a whole other direction i should be going? i read alot saying use 727 trans. i imagine that means replacing my rear end as well. ide prefer quikest route to reliable daily driving rod for now i suppose. that wont take up my lifes savings haha.

sorry for the rant. been looking into this info for weeks and its toough to find. so any information's greatly appreciated.
Click to expand...
Commando66 said:
Why do you need to order a book? All of the info you need is right in this 8 year old thread that you brought back to life.
Click to expand...
been trying to find out which mounts to use Schumaker does not get back with me so I think he might not want my business or something lotta questions I needed answers so they did the same swap in this book that I ordered the same car I got same engine I’m using well maybe at 340 anyway and what the hell would be a nice book to have on the shelf! Talk about back to life this thread has brought me back to life to!
 
I am using a four-speed not an automatic thank God Mattick I don’t know when would be a good choice to do you need to get a set of exhaust manifold for a 6869 dart 340 at least the driver side manifold you don’t need to change the key member 360 engine is what I’m usingYes you will want to put an eight and three-quarter and under it and I would recommend disc brakes in the front dual master cylinder, I like your car is that a four-door car to get rid of it text me back Here is my sweet heart!
9D8BF90E-F3A0-4230-BA49-4DA649BE048E.jpeg

C8309D15-B3B0-4DD1-8EA7-BA020133B6F6.jpeg
 
When I receive my books I’ll let you know if there’s anything interesting about this swap any pertinent information that we will need found some nice striker kits online for the 360 from $2,000 up complete kit
 
Still trying to find my way around this Forum would love to chase this thread back eight years
 
andrew fabian said:
right and from what i understand there are weight sets to weld on. for the balancing.

as for the knob end. thats a new one to me. theres so many variables here lol. kinda overwhelming. lets say i end up with a good tranny good engine but that particular doesnt match. is that a part that can be swapped. or am i better off just finding one that matches in the first place and save myself the hassle. or maybe just go with a 318?

i also found a 360 with a 727 attached. but that wouldnt find underneath im assuming.
Click to expand...
Not sure the 360 I have has a big notch out of it for balance will pos pic when I get home plus sell it if you need going with 4 speed like moving the leaver
 
The flex plat has a big notch out of it for the way to counterbalance it plus you got to have the right harmonic balance or for 360
 
Back in the mid-70s 75 I was a big gearhead every car I owned had a bunch of them I wish I had them all back but then I knew it all now I know nothing I guess maybe it’s because I was a teenager why I knew it all
 
Schumacher is basically out of business. Use modified 64-66 V8 engine brackets. There is a drawing showing how to modify the one mount (don’t remember which side) to fit a 340 or 360. Read through this thread carefully, there is some really valuable info. Make a list and start a wanted thread for the parts. Or, start looking for a complete 64-66 a-body parts car. Here’s the perfect donor [FOR SALE] - 1964 Dart GT 4 speed roller
 
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