I saw that one, I think, had some crazy rear tires on it and a set of newish NOS SU carbs in the trunk, right?

There's a V6 262 there too with an M410 in it, the M410 is out of it, missing the bell housing and overdrive, I was quite tempted to take it But PnP charges entirely too much for transmissions these days, those bashtards.

- Rasmus

I don't think it's a 410, Raz. It should be an M46, same as any other 240 of the year got. The only car that got a 410 was the 164, apparently. I got the bell & flywheel, BTW. I can check the bell bolt pattern against a redblock M46 bell to be sure. For damn sure, the bellhousing bolted to the transmission like any M46, as opposed to the M410 where the transmission bolts to the bellhousing (bell is threaded on M40/41/400/410, tranny is threaded on M45/46)

It might have looked different to you because it's one of the early M46s, that they stopped building in '78 or so and stopped hitting cars somewhere in '79. They've got the 10 spline input shaft, different drain and fill plug locations, a different three-rail shifter mechanism, and needle bearings on the mainshaft. Better ratios than the later ones, but supposedly not as durable.

And, Dale figures that 262C is his old car. They didn't make too many '78s with an M46, in silver.

Hey guys, is anyone heading over there this week? i'm really in need of the fenders/nose section and probably hood from this car, i wont be able to make it down until this weekend, but i've got plenty of beer and a relatively full paypal account (scholarship money finally came in) if anyone can help, gimme a call at 780-660-3745, it's Erik, it'd be much appreciated! otherwise, i'll gamble on saturday and hope for the best!

I doubt any of us will be out before Saturday...

I'll try to remember to write your number down and give you a call once we find out what's left.

Jeepers...I shoulda just bought the whole car...Spent another $200+

Went out Saturday with Matt and pulled anything else worth pulling except the engine. If someone does that for me, I'll grab the subframe. We got the rear end...yes it's a limited slip and likely a 4.56. We got the quarter windows and rubber seals, some window cranks and door handles, a front bumper for Craig and the nosepiece. I wouldn't have take that but someone had already removed the fenders so it was about 10 minutes work the get the piece off. I also got the springs which may be differnt from stock as various sources have stated the 123GT had 1800 "suspension" Whether that means springs or not, I don't know and I don't have my stock springs to compare any more. Anyhow, They'll get cut and replace the horrible springs that are currently in the car. That should give the car a better stance and a better ride since I won't be riding on the front bump stops anymore...

What I would do, Dale, is to swap those springs right now, and let the car sit on them for the winter to ensure they're well settled. Then, when we're done shifting weight around, we can figure out how much you want the car lowered and how much to cut.

Rather than trying to guess our way around it.

FWIW, I'd prefer cut stockers to progressive rate springs. PR springs are really only so that you can have a lowered car with a decent ride and not bottom out. They're not exactly the last word in performance suspension... You may encounter certain formula cars with PR springs due to the desire to let the car meet minimum ride heights when stationary but then let aero drop the suspension quickly to where the spring will be firmer (*), but they're not used for handling on a non-aero car.

* Certain Nascar teams actually go one further on some tracks. When the track is smooth enough, they will actually go so far as to allow the front suspension to coil bind. They install such a soft spring that in the banking and with aero downforce, they stack the coil solid in the corner, to get the nose of the car down as far as possible and be as firm as possible, and they go 'round the track REALLY fast! It's really the latest last word on roundy-round suspension setup, if you can get it right and when conditions allow.

The front and rear suspension on the GT was marginally siffer than the limp noodle stock springs. The springs on the GT were about 50 lbs stiffer IIRC - so they are no great advantage over stock. My car was very soft up front and I think the front spring rate was something like 300 lbs. My VPD springs are more like 550 lbs and were night and day. Taking a single coil off my stock rears didn't do much other than lower things a little - although I'm not all that sensitive to small changes in suspension.

I've still got my front springs somewhere (I think) if you want a spare set in case something goes wrong.