If one were 'restoring' a 240/740/940 -- writing about it would be one thing. But engine conversions are entirely another. The reason is that there are so many different engine/tranny options and aftermarket "solutions" (oil pans and exhaust manifolds for example) --- and even the smallest thing changes the approach and the clearances. And, to me anyway, it doesn't make sense to go into great detail (so someone else could replicate) when the odds are slim that anyone else is going to end up with the exact same 'swap' when all is said and done. As an example -- for an LS swap -- depending on your oil pan, transmission and exhaust manifold choice - you move the engine 1/4"=1/2" in any direction and you have a different contact point. The pulley spacing and water pump outlet/inlet configurations are different for truck vs. F-body vs. Corvette based engines -- all kinds of possibilities for hoses, where accessories end up, exhaust routing, where hammering/cutting/welding needs to take place for clearance -- the list goes on and on. After asking lots of questions of lots of swappers who'd gone before me - it became evident I was pretty much going to have to figure it out on my own for my combination of parts. Hell - even the folks that did my ECU vats removal and supplied custom harness/O2's/gas pedal/mass air couldn't tell me how to hook up my alternator light for certain. They're suggestion definitely didn't work -- and once I figured it out, I passed my solution along to them! And they're REALLY good at what they do.

And then there's this -- most junk yard swappers have a number of functions (gauges, idiot lights, etc.) that either don't work or they work but they're not sure how/why -- or are unable to explain it to someone else.

Anyway - happy to help once you get there by answering questions and being a sounding board. AND -- much the same situation applies to coilovers - a hundred ways to skin the cat!