Yeah I have been thinking about the swap for some time now and since I never got around to fixing my clutch yet (as I walk to one job and take the bus to the other) I have been thinking of doing it all now. What I have been having difficulty with is most of the conversion sites seem to cater to the earlier rangers and the bronco II's. I guess what I really need to Know are specific items that would be needed as I am a teen with a budget that really doesn't allow for any screw up purchases. I have been to local junkyards and there are 5.0 h.o. engines in abundance and I really am looking for what vehicle would be the best to take an engine from I can't find alot of used suv's like the exploders but there are alot mustangs, F150's, Lincolns' and other various 5.0l fords there and one local junkyard quoted me $188 for a 5.0 h.o and $111 for a 5-speed. I know I'm missing alot of what I have looked up but this is something I want to do for a summer project, so any help would be welcome!

 

well for swappin in a v8 in the 93-97ranger is going to be the same biasic idea as a gen one or two.....you also need to look at your options for trannys and fule system...carbed will be your easest....you can go with a duraspark II ingnition....3 or 4 wire hook up....points is a 2 wire hook up.....but if you want efi...that is alot of wires to splice into to make every thing work....trannys is an other subject....if you want auto you would probly want one from a stang..they are a little lighter than the ones from the 150s.....a c4 is a good tranny...it is a 3 speed...no computer controlled crap...then you get into newer trannys...they will be computer controlled....not bad but not good...you need the puter and do wire splicing....if you want a 5 speed...well you run to cable clutches with the stanges trannys and the f-150s trannys dont like to line up with the floor pan

then you need headers and other stuff....aslo you need to check with your local laws about emmition testing crap...i know in cali they are very stricked but in other states...who cares atitude

since you are only a teen this project is not i repeat it is not cheep....it is a fun project and you learn alot...but if this is your DD and you need weels...just replace your clutch...i dont want to talk you out of it...but you need to take your pro's and cons and go with the best way

 

Yeah, well the car will be a daily driver but I have sufficed without vehicle for about 3 months now and the exercise is good so I'm really not worried about down time. Wiring doesn't scare me much as I'm very good with diagrams and wiring anyway. I want to go fuel injected and use a 5-speed as I am not fond of automatic. I want a cable clutch and was going to use the mustangs 5-speed out of the same vehicle. Oh, and the cab needs to come off right now anyway as I am going to put new mounts on as the old ones are shot, so I could probably do any firewall and trans tunnel modifications at the same time. As for the experience thing I forgot to mention my dad is a master technician of almost 25 years and has done a few swaps in his lifetime like the 351 that was in his 67 fastback ( it was a six.).

 

I was just wondering if anybody new the oil plate adapter that I would need for the conversion?

 

Well I bought a Lincoln mark VII. The car needs alot of work to make it a reliable daily driver so im again considering the 5.0 swap. Well, the mark won't make fetch alot if I try and sell it so I was thinking of using the motor for the ranger but, I was wondering if I'll run into any problems using this motor as it's a H.O. with a speed density instead of mass air?

 

Speed density works OK if it is used with the stock engine/intake/exhaust. It uses RPM, manifold pressure and other parameters to calculate air flow. However, it lacks the adaptability of the mass air system which actually measures airflow .

So, for example, let's say you significantly change the exhaust system's backpressure characteristics. This would be common in a swap because you are likely to use different manifolds/headers and a performance muffler. Speed density could have problems with this and you may end up running at an A/F ratio that is not ideal. Doing something like a performance cam swap can be a very big problem for speed density.

This is why so many earlier Mustangs get converted form speed density to mass air. It opens up the window on the extent to which modifications can successfully be done.

97-back swap info:

http://www.mre-books.com/ranger.html
http://www.rangerpowersports.com/tech/?cat=6
http://www.v8-ranger.com/
http://72.20.96.178/commerce/ccc1010...-bronco-ii.htm http://www.therangerstation.com/tech...nversions.html

 

Actually, Speed Density isnt as bad as many think. u can get a piggy back chip to flash the PCM with new parameters or u can get a stand alone EFI controller like Mega-Squirt and make ur own changes.

Also, a lot of Gen 1 Lightning owners that made the swap to MAF went back to SD or never changed. seems they are having better luck with the SD system and a stand alone controller.