2. Engine Swap Information Rangers

4WD ENGINE MOUNTS:
On 4WD vehicles, the original 4 cylinder and V6 engines are supported by a large metal crossmember that provides the necessary engine mount positions. When converting to the new V8 engine, you will eliminate the original engine mounting pads. You will be required to drill two new 1/2" holes in your crossmember and do a bit of grinding. The instruction sheet for these mounts provides measurements for the new hole locations. Our 4WD engine mounts, PN713018, are a direct connection between the new V8 engine and the existing crossmember. They will position the engine so that no additional oil pan modifications will be required when using the regular Ford dual sump pan. 


2WD ENGINE MOUNTS:
On 2WD vehicles, the original 4 cylinder and V6 engines are supported by a large metal crossmember that provides the necessary engine mount positions. These mounts are designed to fit both body styles of the Ford Ranger 2WD pickups. The mounts are slotted to have some adjustment to the engine position once installed. On the early body style Ranger, the driver's side mount will require a hole to be drilled in the cradle. Accounting for just a couple of differences, the installation of these mounts into both the early and late model Rangers are basically the same.

Rangers 1992 & earlier require a 1/2” hole to be drilled into the stock engine cradle for the installation of our mounts. It also requires the fuel filter to be relocated. The fuel filter is located inside the driver's side frame rail. The fuel filter must be relocated to allow for proper exhaust clearance.

On both body styles of the Rangers, we recommend doing a "dry run" on the engine installation. The mounts should be installed loosely into the Ranger engine cradle. Lower the block into position on top of the new mounts and adjust the block to the furthest forward location allowed by the slots in the mounts. Adjust the block so that it sets level from side-to-side. This first trial run will allow you to mark the air box on the passenger side of the vehicle for proper clearance. The driver's side firewall will also require a slight amount of clearance (a small dent in the firewall to obtain valve cover and head clearance). Remove the engine and perform the necessary modifications to the air box and the firewall. Our engine mounts are PN713015A. The Ford V8 engine rubbers mounts are Part No. E4TZ-6038G, or AA PN713017.

On 2WD conversions, you will have the option of using any transmission originally hooked to a V8 engine. The output shaft on 2WD V8 transmissions are normally 28 splines - the exact same splines as on your original Bronco II, Ranger & Explorer 2WD transmission. As a general rule, the back of the new V8 engine is located exactly in the same position as the back of the original V6 or 4 cylinder engine. If you obtain a 2WD transmission approximately the same length as the original transmission, then you will not have to modify your drivelines. In other words, if your 5 speed transmission is 26-1/2", and you select a C4 automatic that is 26-1/4", you will not require any driveline modifications. On some applications, the transmission side of the driveshaft may have to have the yoke changed

AXLE STRENGTH:
Your vehicle is equipped with one of three different rear axles Ford used. Up to 1984, Ford used a 6.75 rear axle. This axle is marginal up against a V8. Vehicles 1985 to 1989 used a 7.5 rear end, and vehicles 1990 & newer used a 8.8 rear end. These axles are usually sufficient to handle the power of a V8. Something to consider is tire size. If a large tire size is going to be used and the V8 is a high horsepower application, you might consider having a custom rear end built.

WATER PUMP:
There are two different belt systems used on Ford V8s; either a “V” belt or a Serpentine. The water pumps must have the fluid exit on the driver’s side if you are planning to use our radiator. Most water pumps have this configuration. The Serpentine pumps are a reverse rotation water pump. The stock belt system must be retained on this water pump. Either pump can be used with a new engine swap; however, we have found that you can obtain more engine clearance with the “V” belt system.

On vehicles requiring additional water pump clearance, Ford Motor Sport offers a short version “V” belt & Serpentine water pump. The “V” belt water pump, Part No. M-8501-E351, is 1.5” shorter than stock. This water pump requires an aluminum 3-piece pulley, Part No. M-8509-P (2 grove). The Serpentine water pump is Part No. M-8501-A50. This water pump is 1.750” shorter than stock and requires one of the following aluminum pulleys: M-8509-L (steel) or M-8509-M (aluminum). The kit includes the pulley for the water pump, a crankshaft & alternator. These pumps are not legal on pollution-controlled vehicles. Ford Motor Sport can be reached at Tel# (810)468-1356.
 

RADIATOR MODIFICATIONS:
Your vehicle is equipped with a standard 2 core radiator. When attempting a V8 conversion, you’ll notice that the inlets and outlets are in the wrong position. It’s possible to modify your existing radiator by switching the tanks and relocating the inlet and outlet; however, we have found that, in most instances, this still does not provide adequate cooling for even the mildest V8 engine. We have had a few customers try a Ford Explorer V8 radiator, but have never heard any feed back on how it worked.

We recommend that you consider one of two options. We manufacture a 4 core copper/brass radiator to help prevent any cooling problems. This radiator comes complete with hoses and remote filler neck. We also have our Rad-A-Kool aluminum 2 core radiator (with transmission cooler). Both of these radiators can be installed while retaining the air conditioning condenser in the stock location; however, for the best fan clearance, the condenser can be moved forward and the radiator tucked under the grille. You will also need to use a new A/C condenser. We recommend a Universal condenser that is 5/8" thick. Both radiators fit 2WD and 4WD vehicles. Both radiators measure 16” H x 21.5” W x 3” D.
PN716683 - 4 Core Radiator (This radiator is not intended to be use with the original 2.9 V6 engine)  Ranger rad clearance
PN716696-AA - Rad-A-Kool 2 Core Aluminum Radiator (w/ transmission cooler)
 

AIR CONDITIONING:
If your Bronco II, Ranger or Explorer is equipped with air conditioning, the air conditioning condenser will have to be relocated in front of the radiator as far forward as possible. This will allow for additional fan clearance. The radiator support and grille may need to be modified for additional room. An aftermarket tubular grille is a handy way to free-up extra room in front of the radiator. The factory air conditioner compressor may be used; however, brackets to mount it onto the V8 will have to be fabricated. When using an injected 302 engine, the engine intake interferes with the A/C plenum.

The hose connections must be modified and the wiring extended to reach the new compressor location. A new 5/8” thick universal condenser from Modine can help make additional clearance. This optional A/C Condenser is Modine Model No. 1K500001.

FAN:
On most conversions, you will be able to retain a stock mechanical fan. We have been told that a fan off of a Ford Falcon works well. With your engine in the correct location, you will have a 1/2" to 1-1/2" of clearance between the fan and radiator. If a mechanic fan is used, a shroud should be fabricated to properly draw air through the radiator. This is also a safety precaution. We have encountered some vehicles with variations that require the use of an electric fan. If an electric fan is used, most V8 engines require a minimum of 950 CFM. We recommend using two 12" electric fans to provide adequate cooling. Most electric fans come complete with a fan shroud.

ALTERNATOR:
Your stock V6 alternator can be retained by using the correct V8 pulley, alternator bracket, and adjuster. If you are replacing a 4 cylinder engine, we recommend that you purchase a new V8 alternator to provide the correct amperage.
#E7TZ-10A313-B Ford Alternator Mounting Bracket
#E6AZ-2888-A Ford Alternator Adjusting Bracket

POWER STEERING:
You will be able to utilize your stock power steering pump by using the correct brackets. These brackets can be found on most Ford passenger cars from 1978-86. In addition to this, you will need to obtain the correct V8 pulley for proper belt alignment. The hoses can be retained in the original length on most conversions.
#E5AZ-3C511-A Ford P/S Brackets
#E6SZ-3A674-B Ford P/S Pump
#E1FZ-3A697-A Ford P/S Reservoir


FUEL PUMP:
(Carbureted) - In most cases, a mechanical fuel pump will interfere with the steering box and frame rails. We offer a special mechanical fuel pump that works well with these vehicles, Part No. 716052. This fuel pump is manufactured with the diaphragm above the arm to allow additional clearance to the steering box. This fuel pump cannot be used on vehicles that are using the Serpentine belt with the air conditioning and power steering systems. If your vehicle was originally equipped with electronic fuel injection, you will have a fuel pump in your gas tank. This fuel pump has a 40 psi rating and will not work with a normal carbureted engine without the use of a regulator. This regulator must reduce the psi to between 5 and 7 pounds. If a regulator is not available, then you can also use an in-line fuel pump. If an in-line fuel pump is used, then the fuel pump in the fuel tank should be removed.
(Injected) - Since most injected blocks require a high pressure fuel line, the stock fuel pump (inside the fuel tank) is usually adequate.
P/N 12-803 Holley Fuel Regulator
PN716052 - AA Fuel Pump


OIL FILTER BYPASS ADAPTER:
You will be required to use a remote oil filter adapter when attempting this conversion. This adapter is available from us under PN716084. You cannot complete your conversion without this part. The kit comes complete with hoses, bypass adapter plate, and remote oil filter mounting bracket. The remote mounting bracket can be installed on the fender apron. This kit will provide the clearance on the steering sector and the chassis. This special remote adapter has the inlets at a 90 degree angle. Not all remote oil filter adapters can be used on these vehicles because the fittings normally protrude straight out off the block adapter. We have had several cases where customers purchased other bypass oil filter adapters only to find that the fitting locations are not compatible with the engine conversion installation. We only offer the block-off adapter and remote oil filter mounting plate as a kit. No items in this kit are sold separately. Advance Adapters uses the Perma-Cool brand name.


GAUGES:
When converting to a V8, you can use the stock V6 temperature and pressure gauge sending units. These units will be compatible with your new V8 engine and stock gauges. If your vehicle is equipped with a factory tachometer, you will need to have it re-calibrated for use with your new engine.


STARTER MOTOR:
The Ford V8 requires that the starter motor be bolted to the bellhousing. For this reason, it is imperative that you check your flywheel and starter for proper engagement before installing the engine into your vehicle. Ford bellhousings are normally matched to Ford flywheel diameters. (A bellhousing designed for 164 tooth flywheel cannot be used with a 157 tooth flywheel). The wrong flywheel will result in the inability to find a matching starter. For the most part, manual transmission conversions will use a 164 tooth flywheel, while automatic conversions will use a 157 tooth flexplate. The original Bronco II starter will not be retained.


OIL PAN:
There is a special dual sump oil pan required for all 2WD & 4WD V8 conversions. This pan is available from your local Ford dealer and must be ordered to match your particular year of engine. The oil pan must be purchased complete with a new pickup tube and screen for the V8 installation. This pan is a standard Ford part and is found on most 1980 & newer 302 motors. If your engine is an older style that has the dipstick entry into the side of the pan, then you will need to modify your new pan for use with your older engine. This will require some welding.
302 Ford Oil Pan Assembly Consists of: (AA PN716412)
#F1SZ-6675B Ford Oil Pan
#E7PZ-6622A Ford Pickup Tube
351 Ford Oil Pan Assembly Consists of:
#E7AZ-6675A Ford Oil Pan
#D9AZ-6750B Ford Dipstick
#D9AZ-6622B Pickup Screen
#D9AZ-6754B Dipstick Tube

FLYWHEEL & FLEXPLATE:
It is required that you use a 164 tooth flywheel for manual transmission conversions. In order to use the late model Ford F150 truck bellhousing on manual stock transmission installations, you must use the 164 tooth flywheel. This flywheel cannot be changed since the bellhousing requires the starter location in a position compatible with only the larger flywheel. On late model 302 blocks (1982 & newer), Ford did not offer a 164 tooth flywheel. An early year flywheel can be used, but the flywheel must be balanced to this block. This can be performed by most engine rebuilders.

For automatic transmission installations, we recommend that the 157 tooth flexplate be used in order to allow for additional clearances and minimize tunnel area modifications. Use great caution in selecting the proper flexplate. 1982 & newer late model engines will require a counter balance. Make sure to test fit your starter motor, bellhousing, and flywheel assembly before proceeding with the engine installation.


IGNITION SYSTEM:
Your Ford vehicle is equipped with an electronic ignition and computer control module. It is best advised to avoid using this system with your new motor. If you are going to retain a computer controlled engine, then we recommend obtaining the Ford schematics. The easiest installation for computerized V8 engine installations is to use the Street & Performance wiring harness or the Ford Motorsports wire harness. Ford Motorsports offers a wiring harness for the aftermarket engine conversion industry. This wiring harness is easy to install and is perfect for 4WD engine conversions and kit cars. There are many other manufacturers of Ford aftermarket wiring harnesses. We have found the Internet to be a good source in finding additional manufacturers other than the ones we have listed above.


EXHAUST / HEADERS:
4WD Vehicle Headers: The installation of a V8 engine can create exhaust clearance problems. On 4WD vehicles that are not retaining smog equipment, we offer exhaust headers that fit these close quarters, PN717044. This header is designed with 1-1/2” primary tubes that dump into a 2-1/2“ secondary. The header system uses exhaust clamps to fasten to the new exhaust system to maximize clearance.

 

 2WD Vehicle Headers:

We manufacture a header to fit into 2WD Rangers. PN717044A and PN717044A-NP are custom headers designed for our engine mounting system. When installing a V8 with our headers, the passenger side header is a tight fit. If the transmission you are using has the larger bellhousing to fit the 164 tooth flywheel, the bellhousing will require modifications for header clearance. We recommend that you set the passenger header alongside the frame rail before setting the engine into the engine compartment. The driver's side header can be installed once the engine is in the proper location. Once the engine is installed and leveled, bolt both headers to the block and check clearances. This header design is new to our product line. The headers will only fit with our new style 2WD mounts (PN713015A). This header uses 1-1/2” primary tubes that exit out of the engine compartment into a 2-1/2” collector, the collector uses exhaust clamps to fasten to the new exhaust system to maximize clearance.


2WD & 4WD Stock Exhaust Manifolds:

The headers listed above are not smog legal. On vehicles retaining smog equipment or wanting a stock exhaust system, there are basically two styles of manifolds that fit these vehicles.

The Ford Explorer manifolds fit well and provide the correct emission controls for smog in most vehicles. For vehicles not concerned about smog, the stock manifolds from a Ford Maverick, Comet, or ‘79 1/2 ton Ford truck work well. The photos below show one other stock cast iron Ford manifolds that also fit well; however, the vehicles that these stock Ford manifolds were off of is not known.

Note: The exhaust manifolds from a Mustang will not work. If a 351W block is used, exhaust manifolds, or our headers cause steering interference.

SUSPENSION & BODY LIFTS:
Our kits do not require the use of a body lift; however, it is worth considering. A body lift will provide additional clearance to the heater box / air conditioner plenum, while at the same time provide more clearance around the bellhousing and usually eliminate any other type of clearance problems.

The installation of a V8 is about 175 lbs. heavier then the stock engine. On 2WD applications, the suspension will normally drop about 1 inch. We recommend using a heavy-duty shock that will compensate for this drop. On 4WD applications, the suspension is equipped to handle the extra weight. Once completing any one of these vehicles, the front alignment should be checked.


FIREWALL MODIFICATIONS
The firewall and floor pan area is narrow. This is where a body lift will aid in clearance. Minor modifications are normally needed. The following is a list of these modifications:
1. The body seam between the floor pan and the firewall will need to be bent over. In some instances, additional clearance may be needed in the bottom corners where the firewall meets the floor pan.

2. The heater box on the firewall needs to be trimmed and patched to clear the valve cover. This modification is approximately 5” x 7”. We recommend that you pop-rivet & epoxy a new piece of sheet metal over the hole.

3. If you are using a fuel injected block, you will also run into interference with the air conditioning plenum on the engine air intake. On these installations, the plenum must be modified.

AVERAGE INSTALLATION HOURS:
The average conversion time on most vehicles is approximately 40-50 hours.

 

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