Hey guys,
I recently had a head gasket blow out on my '85. The engine started to overheat as well. My mechanic says it's probably going to need a new head. My thinking is, what's to say that I won't have another head gasket blow out sometime. I've been thinking about maybe going a different route and swapping in a 5.0 I'm just wondering what all it would take to make it work?
Here you go: http://www.coolcats.net/modifying/ho_transplant.html
Cool, thanks! I think the same basic principles will still apply, but I was actually thinking about using a 70s-early 80s carbed 302.
So, the 5.0 swap is definitely happening. I need to find a decent, halfway low mileage engine.
I was just offered a chance to buy a turbo 2.3 from the college I go to. How easy would it be to put one in a V6 car? Can my C5 hook up to it?
Going to/from the 2.3T in anything other than a NA 2.3 Stang or Ranger is far more work than from/to V6 or V8... You'll need all sorts of unique pieces like throttle linkage, intake plumbing, VAM, computer and it's wiring(that's necessary for any swap) etc, etc...
BTW, no a C5 won't fit a 2.3, even T-5 are different(input shaft & gear ratios), but can be made to work...
Ok. I guess it's back to finding a V8.
There are literally millions of 5.0 engines out there...some of the newer ones from say, Explorers, etc can go several hundred thousand miles and only need basic tune-up parts. My '97 Mountaineer has 260K on the clock....I'd get in it and not be afraid to drive to either ocean, and engine wise, it would make provided I stopped every 120 miles for another tank of gas.
(It's the rear that scares me...lots of play in the axles and she's got a howl when I get in it. He he he...sounds dirty, but... ;)
I am looking to get a 1970's 302/351. Will it bolt up to my C5? Also, will my wiring (alternator, etc.) work for a '70s engine? I know I won't need the ECU anymore.
Yes the C5 will hook up to the 302 , but it will need to have some work done to it.you will also need to change the flexplate and torque converter.
If it were me , I would go with the c4 , you would have more money in the C5, than you can buy a C4 for.
I am running a C5 behind a 1969 302.
I just found a 1968 302 with a C4. What all would need to be done to make the C4 work? I assume it probably wouldn't just drop in.
Actually, I'm thinking about going with an '80s 5.0 swap. I found ECUs that aren't very expensive. Now I just need to find a V8 ECU harness and '86 V8 motor mounts and then I'll be set to get the engine.
Go for an AOD while you're trans shopping. You'll like it a lot better at highway speed.
I've heard mixed reviews on the AOD. Some people say they work fine, other people say they're plagued with problems. Early overdrives have a bad reputation. Not just the AOD, but the early Torqueflight overdrives, and the GM 700R4s.
Get a healthy one for a v8 car, set the throttle valve correctly, and you won't have problems.
Just throwing this out as another potential option to see what you guys think. Has anyone ever tried swapping in an early 4.6L? I've found a few early '90s Crown Vics that are pretty cheap and wondering how complicated that swap would be. Or how about the 5.0 out of a '95-01 Explorer/Mountaineer? I know the guys over at CoolCats mention the Explorer 5.0 as a possibility, but I didn't know if anyone had tried it here or not.
Lots of guys run explorer motors, but you will need at least the wiring harness, ecu and sensors/basically everything else from a 87-93 mustang and 86-88 cougarbird.
Honestly, I bought my cougar for $500 with a running 302 and good shifting aod 4 years ago. It would be much easier to buy a 86-88 cougarbird and either build up that motor, or use it as a complete parts car for your swap. Where you have an 85, you'll need fueltank and lines, all the engine accessories, motor mounts (85 was a cross over year. You may be able to use 87-93 mustang mounts, or get stuck with our cruddy 86-88 style mounts) throttle linkage, transmission linkage, driveshaft (aod and t-5 us the same length behind a 302, I personally wouldn't bother with a non od trans, but I driver my cars freeway several hundred miles a week) all the engine bay stuff, fuel pump, fuel pressure regulator ect ect ect.
Not trying to scare ya away, but at the very least I'd get the 86-88 parts car and hopefully mate it with the 85 body harness. There's really only a few wires to a week swap that would need to be integrated with the body harness, but wiring can be a nightmare if your not good with electrical diagrams.
Check out the evolution 2 thread, last page of damiacs build. He is only swapping from a 85 302 keeping his motor and adding the sefi stuff ontop.
You couldn't give me a early 4.6 and pay me it install it in my own car(or a later 4.6 for that matter)... If I remember correctly, make 180Hp and are huge for the displacement, approx size of a 460... Pre '96 suffer from poor valve stem seals, and will get maybe 500 mi to quart of oil unless replaced which is a major PITA(been there, done that)... Unless you are talking early '92(yes, a half year only model) that have Windsor bell pattern, the only transmission that bolts to a 4.6 is a dedicated three bolt starter modular AODE or 4R70W... Windsor pattern bells use a two bolt starter and will not fit the 92.5 & up mod motor...
To use a Explorer engine basically you have to replace the pan and all front accessories with fox chassis parts... Using std headers on the GT-40P heads are challenging, some have used short racing plugs to get enough clearance... Still It's a good choice, especially if replacing a tired SO 5.0...
BTW AOD are fine, when I had the 5.0 in my T-Coupe, I used one for nine years and approx 700 drag strip passes... That trans has only a hardened input shaft(yes I broke the orig, but are fine with a stockish 5.0), and a Trans-Go shift kit, it still shifts fine... No I won't use it behind the new 331, have a fresh AOD with Lentech valve body for it...
Unless that '68 302 has reworked heads with hardened valve seats, it'll likely burn the valves within a year of daily usage, got a T-shirt for that one as well...
With a stock 302 a V8 or SC AOD will be fine. I nuked the factory 120K mile AOD in my Thunderbird with just a GT40P head/GT40 intake combo several years ago. Got it rebuilt (quite a bit stronger than stock) and it's fine behind the current combo in my Thunderbird (see signature). The factory AOD behind the 5.0 HO in my Mark VII still shifts fine at 155k miles.
You can use std headers on Explorer 5.0L with no problems at all if you use a 96 or early 97 with GT40 Non-P heads, it's only the late 97 and up 5.0L's that have the P heads. You also won't have to have the valve springs replaced to run an HO or larger cam. P heads aren't worth it for the extra trouble of working around their funky spark plug angle and their shiznit-bin valve springs. I had to machine down the spark plug bosses in my chambers in order to clear the crowns of my KB domed pistons, and I have to tune for less spark advance to avoid spark knock than with standard GT40 heads.