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The TQ might give you decent mileage. The Quadrajet uses a little more fuel in my experience. Not a significant difference in town. On the road, with everything else being relatively equal, maybe 1-2 mpg less than the TQ. You can tune the QJet leaner, but it won't be happy. I never bothered...

I have a low-mileage (30,000 +/-) Jeep ZJ box taking up space at the bottom of my toolbox, for anyone who wants it. Basically the same thing the Borgeson chuck is.

Ehrenberg at Mopar Action once noted the GV unit is essentially cantilevered off the rear of the transmission. Not good. Find a good or rebuilt 42RH and bolt her in. Make sure to run an external cooler in series with the tank cooler, and use ATF+4 (mandatory). The 42RH is an A999 plus...

There was only 1 non-feedback Q-Jet used on cars, which were the export models from '85 and '86. Rochester carb number was 17085411. CFM on the QJet was a little bit under the small TQ, about 750 CFM. You'll probably have a hard time finding the 5411. I'd recommend considering a 17085408, or...

I put a 360 Magnum in an '86 Fury Pursuit about 20 years ago. You need the ZJ exhaust manifolds for clearance. I ran a new Edelbrock 1905 Q-Jet, and it was very happy with that. It already had the in-tank pump with the anti-vaporlock package, so converting it to a carb setup was pretty simple...

That's exactly where I was going with my comment. Very important to have everything you need, and since this would be more of a mutation than a factory swap, I 100% agree that the easiest way to do this is with F-body components. Still, there's probably enough unofficial interchange between...

Harnesses should be there. But, you need the circuit breaker to power everything, so grab that from the fuse block. Access to front bolt on passenger side is through a flap in the cat heat shield. As far as room, yes, remove rear seat and seat back. Place new rear seat in place, put new...

Fakebook marketplace is full of thousands of F/M/J "restomods", unfinished projects, and unhappy results. The closer you can keep it to OEM, the better. Sorry, just the way it is. Chrysler barely supported these cars (and the R-bodies) while they were still in production. The aftermarket has...

Yep. 318 Magnum, swap intakes, bolt her up and go. 360 Magnum, you need the specific weight on the torque converter and a 3/4" nut (or equivalent) spacer for the left engine mount. Swap the intake, away you go. For either Magnum, you have to use an electric fuel pump off a relay. Those...

The ELE was the same old 318 flat tappet block they used from 1980 and up. No provision for rollers. Only reason I can think of that they didn't switch to a roller block for the ELE was cost, but the only "cost" involved was less power, for what was - by then - an obsolete engine. The ELA/ELD...

ELE engine is a non-roller block. Period. Use the newer Chrysler intake, unless you go with a carb that has a divorced choke, like the TQ. You can try to do this without pulling the pan, but I've never done it that way. If you're doing that much work to it, pull the pan and replace all the...

If nothing lines up (and it won't, guaranteed), there's a helluva lot more to it than just "hanging" parts.

They aren't a good choice for street/daily driving. The squads - even the current Durango and upcoming Charger Pursuit - don't use poly. They used a really hard rubber, which offered a little bit of elasticity at the limit, vs poly, which generally doesn't.

Anything is possible with a torch and a welder, but the A and F/M/J are completely different architectures. Nothing would bolt up.

My Durango is the same Red as my '79 St Regis E58.

For the record, M-body factory tire/rim sizes: 1980-83 Standard on 318 retail cars was 195/75R15, 5x6.5 rims Squads were 215/70R15 on 5x7JJ police steel 1984-89 Retail cars were 205/75R15 (not 205/70) on 5x7J solid steel Squads were still 215/70R15 Common practice, especially with state...

Oops. You're 100% correct. And I should definitely know better. AHV was taxi/SSV after 2008.

Relevant 1984+ Sales Code Conversions: A34 - AHV (taxi/SSV) A38 - AHB (Police) S16 - SBD (Police) Options were trimmed as model years went along. Also, almost without exception, AHB Pursuit models included the AHV/SSV package(s) as standard equipment. As I always note with Chrysler squads...

Somewhere in mid-1980, maybe beginning in 1981, they added some width to the rear ends, but a newer assembly will work just fine in an older car.

26", used in a lot of stuff, including pickups. Smaller rad was for Slant 6.

I have no idea how this thread popped up. Welcome to the Internet.

The 904 and 727 shared gearset ratios through (at least) 1980, and they were pretty tepid at 2.45/1.5/1.0. In 1981, the 904 family got the wider spread, although some trucks may have kept the older ratios. The nomenclature for the transmissions was all over the place. I had an '88 A999...

Definitely do not try to use it for cruise control. That's not what it was for. It was simply to raise up the idle speed a bit to accommodate extra electrical load and to assist with engine cooling.

The designations were switched up a little bit over the years, along with some other changes, and my advice from many years of experience: Here's the basic history - '81 - '83: A904 in all retail cars. 727 (36RH), all squads, all engines (Slant 6 and 318). These were all lock-ups. '84 - mid...

Be aware that today's performance shops will generally not have yesterday's mechanics working in them. Today's techs know almost nothing about F/M/J cars, except that they're from the "malaise" era. The FSM and copies of the '86 and '88 TSBs regarding alignment procedures are probably...