I'll keep this online because unlike MOST of our conversations lately,
this is actually on topic :)
The swap wasn't easy. BUT it didn't require any real fabrication...
just a ton of disassembly and reassembly. And I mean more than you'll
plan for.
I made the swap easier by cannibalizing a complete, running donor
truck and pulling *everything* needed to run the 318 over into my 89
truck. Here's what I took from the donor truck: Complete engine
assembly (less the factory fan), transmission, transfer case, fuel
tank, fuel lines, engine wiring harness, underbody wiring harness,
dash wiring harness, gauge assembly, radiator, PCM, fuse boxes, body
control modules (less the center one which controls the air bags),
HVAC complete assembly & control panel, a/c condenser & drier & tubes,
steering column, cruise setup, vacuum can... and I think that's it.
Might have been easier to list the things that are still original to
the 89 truck.
If all you have is the engine assembly... making the MFPI work becomes
much more complicated. The PCM controls the MFPI from air control to
ignition, and everything inbetween. I haven't experimented with other
methods of engine control as Jon and Tom have (see recent posts), so
I'd recommend you find a working PCM from a mag 318 auto truck. You'll
want the engine wiring harness too. Hooking up to your existing dash
guages will be a challenge, but not impossible. Make sure you have a
wiring diagram and some stress balls to squeeze the sh^t out of. I
completed my swap in 3 weeks, while working full time for 2 of those
weeks... in the woods with no pavement (except 2 sheets of 5/8"
plywood I bought for the job) and no shelter.
The other thing the PCM controls is the auto trans. And that's the
other thing I won't be able to help much with... I have a bad
relationship with automatic transmissions. I like it simple - give me
a stickshift. Other guys on this list can definitely help you out w/
the auto trans fitment and control.
The surprisingly easy parts of my swap were: the transmission (swap
from auto to stick), A/C install (removing the dash was the hardest
part... unless you include self-teaching how to refill the R134a), and
physically swapping the basic engine assembly. It was everything else
that sucked a$$. The most hellish parts were: transfer case install,
exhaust modification (tools used: cutting wheel and BFH) dash wiring
spaghetti, engine wiring rats nest. Label EVERYTHING. For every label
you write, you will save three gray hairs.
Ok I hope that wasn't too much long-winded babble. I know I'm not at a
level to compete with Jon yet. I'll be happy to clarify or help
further though. Anyone want to try to dig up my DML posts from when I
did the swap? It was June '06.
Azie, I also have pics posted on my Pbase site.... can't get there
from work, but you can navigate from this link:
www.pbase.com/radon220/mopars/
HTH
Don in CT
89 Dak Vert 318 NV3500 4x4
74 Dart Sport 340
On 2/15/08, Azie L. Magnusson <maggie11@mchsi.com> wrote:
>
> Don in Ct writes: >> seeing that the '89 never came with a
> Mag V8... But as of yet, my 318 is as stock as it can possibly
> be <<
>
> How much trouble was it to install the 318Mag in your
> '89?? I have an '89LWB with the 3.9L and it has always
> been a DOG.. Reliable but absolutely gutless.. I happen
> to have a 318Mag out of a '95 that I would love to install
> in there, but I don't have a clue as to how to make the
> multipoint injection work.. Give me some how-tos please..
> Will the A518 Auto also fit and work?? I have a spare of
> that one also.. The old A500 is weak..
> Feel free to contact me off list @ Maggie11@MCHSI.com
>
> Congressmen who willfully take actions during wartime
> that damage morale, and undermine the military are
> saboteurs and should be arrested, exiled or hanged.
> --President Abraham Lincoln "
>
> Azie
>
>
This archive was generated by hypermail 2b29 : Sun Mar 02 2008 - 02:10:11 EST