I'm trying to gather as much information as I can for this coming year. I've decided I want to keep my truck so to make it more of my own it's going to get a V8.

First things first. A donor vehicle. Ford/Mercury did make an Explorer/Mountaineer with the 302 and a 2wd drivetrain correct?

If so that's the route I plan on going.

I have a 2002 Edge 4x2 so I want to keep it 2wd for ease of installation. But also since I have this truck, the 5.0 bolts directly in with my existing motor mounts correct?

I know I can use the Explorer fuel pump and related equipment.

PATS. My truck has it and the Explorer likely will have it. To get it programed correctly to use my current key what do I need to do?

I know I would need the PCM from the Explorer to make everything work correctly.

The tach issue I already figured out from searching, but as far as speedometer I remember Bob (rwenzing) having issues getting the speedo to work due to the ABS or something?

What else do I need to know? I want the swap to be as factory as possible to ensure longevity and ease.

Thank you.

I've read these threads so far to help with information as well as many different threads Needforspeed3685 and tsmoko have posted.

http://www.rangerpowersports.com/for...d.php?t=170886

http://www.rangerpowersports.com/for...d.php?t=172714

 

Explorer 5.0 was available as 2WD or AWD. I think the Merc 5.0 was AWD only.

You want a 99~01 donor because it is returnless fuel and runs at 65 PSI just like your Ranger. I was able to run the unmodified Ranger fuel system and it plugs right in to the Ex fuel line to the engine.

99~2001 Ex also has a much improved 4R70W automatic. You'll definitely want that too.

Your 2002 Ranger's PATS is integral to the PCM but the 5.0 Explorer's is in a standalone module. You will need the Explorer's PCM, PATS module and tranceiver module and it will need to be custom wired. Your current Type E Ranger PATS keys will not work but you can get a set of Type B PATS keys cut to match your ignition lock. A dealer tool is needed to sync the PATS Module to the Ex PCM before it will start.

Tachometer just needs a wire relocated in one of the cluster plugs to make it read V8 frequency. Easy.

The speedometer is more complicated because the 2001+ Ranger correction is done in the PCM but the Ex does it in the 4WABS Module. Also, the raw speed sensor pulse is sourced from the trans (Ranger) vs. the rear ABS sensor (Ex). You will lose the Ranger PCM with the swap and your Ranger's 4WABS Module cannot make the conversion either.

That leaves you with two choices: (1) Transplant the Ex 4WABS Module and its peripherals with custom wiring plus plumb in a mechanical proportioning valve; OR (2) Add a dedicated module for the pulse conversion/correction and custom wire it. I chose the second option, using a 2001 2.5L Ranger GEM. Either way, the speedo calibration will probably need to be adjusted, again requiring a special dealer tool.

The Explorer charging harness will need to be adapted to fit the Ranger. Also will need some repinning where the Ranger body harness meets the Ex engine harness.

5.0L Ex engine and transmission mounts will bolt directly into a 98+ torsion bar Ranger like yours.

You'll probably need to have the driveshaft length altered.

 

Ok. So 99-01 Explorer. Shouldn't be too awful difficult to find.

How difficult is the custom wiring on the PATS system? I'm relatively handy with being able to wire things, but knowing what goes where would be my problem. Do most dealers have the correct tools to finish this conversion?

Tachometer. Easy like you said. I saw the how-to.

I knew the speedometer was a tough one. I would probably go the route you did, mainly because I could ask your help (if you're willing to). As far as wiring in the 2001 2.5L GEM, what all did that take? Just running jumpers or doing completely custom harnesses? For the speedometer to be adjusted/calibrated do most dealers have the correct tool? Also would they have the know how to complete it or did you walk them through it?

The charging harness, it's not difficult to change, correct?

The repinning isn't difficult just time consuming right?

From Needforspeed3685's thread the Explorer shaft fit, but his truck is not an extended cab. Would it be possible for the Ranger one to fit being 2wd?

Thank you so much Bob.

 

Charging harness: I used a combo of the Ex and Ranger parts. What makes it different is that the Ex had a 175A main fuse in its Distribution Box but the 2001+ Ranger uses a combination of fusible links in the cables instead.

The Explorer PATS wiring runs between the PATS Module, PATS transceiver on the column and the PCM. I don't remember off the top of my head but there may also be power and ground wires for the PATS module. Maybe 6~10 wires total.

I mounted the extra GEM under the PS kick panel where the 4x4 Module would have been on the Rangers with an electronic T-case. Maybe 6~8 wires that need to tap into power, ground, raw VSS and corrected VSS in the Ranger harness.

Every Ford dealer has the tools to adjust for the speedometer and synchronize the PATS. Finding a dealer willing to take on a custom project and a knowledgable tech might be a little more complicated. I did my own last year with a borrowed dealer NGS but I no longer have access to it.

You might be able to bypass the PATS synchonization step if you get the PATS Module and PCM and keys/lock from the same 5.0 donor Explorer (should already be synched). Or you might possibly be able to get a custom PCM tune with PATS turned off.

 

Both the Explorer and Mountaineer were available with 5.0L and either AWD or 2wd, so don't limit your search.

Since you already have an Edge, if I were you, I would consider making you truck AWD with the explorer parts. You would need to find Ranger 4x4 knuckles, but you donor explorer parts would take care of the rest. Also, the edge frame already has the brackets, etc..

Good luck!