California Hauler - Part IX

Since this engine is a Ford product, there are many different types of engine mounts that will work. We chose to use the type of mount that incorporates a 5-inch mounting bolt.

On the driver's side, you have to allow room for the exhaust system as well as the steering (don't forget the power assist with either the stock unit or aftermarket rack-and-pinion setup).

Since I didn't want to take a chance of damaging the new Smeding Performance 347 while figuring out where the engine mounts should go, I used an old 302 block hooked up to the TCI transmission to do the location work.

The trans mount is pretty straightforward-just a basic AODE mount.

As you can see, there will be plenty of space available to route both the exhaust and the steering components.

Many builders tend to stuff the trans far back into the cab when trying to figure out its initial location, but one of the ways to help keep a transmission running cool is to have enough space between its case, and the firewall and floor section so air can easily pass over and around it.

With everything taken into account, this is where the pulleys will end up on this install. Since the original S-10 motor sat evenly over the crossmember, you can see we'll be radically changing the center of gravity on the Hauler by moving the heavier V-8 rearward.

You also don't want the oil pan of both the engine and trans to hang down too far as you'll be banging it on everything--especially if you are going to lower the suspension (like we'll be doing).

Since the distributor is in the front of the block on Fords, you don't have to worry too much about adding clearance for it near the firewall, but you will want to have enough space to get a socket in there in case you'll ever want to swap heads or pull a valve cover.