5.OL shortblock swap

[CDW6212R]

Besides the Cobra with 1.7:1 rockers, basically all Windsor smallblocks are 1.6:1 and 9:1 compression(same for the 93-95 Cobra).

From what I've read, the HO cam works great in the Explorer. I have a Mark VII LSC, and the 302 HO has a poorer low end and top end than my Mountaineer. The GT40 heads and intake bring an easy 500rpm+ in the Explorers, and that's with the "little" truck cam. I doubt there is any noticeable loss of bottom end with the HO cam. They are still small cams compared to performance cams. They all have only about .450" lift and just over 200 degrees .050 duration. My 347 has .590 lift and 219-230 degrees of duration. The cam should match the heads in some way. The stock heads, and any Ford style straight inline valve head, they are all relatively small heads. If you move up in airflow, the next heads are $1200+, but require more cam and intake. That's where the bigger power comes, then you see numbers like 300-400hp etc.

I think you will be fine with that mild 302. The computer should have no trouble with it, but a new tune would likely gain it 20hp or more. Compression is a key to power, any change can help.

 

[Flippindabird]

awesome info, thanks...
so i have the bell bolts and the mount bolts in... starting with the tq converter bolts then exhaust manifolds then front accessories... then fuel injectors/fuel rails wiring... then upper etc.. sound right??

too late to see the lifter preload at this point hoping its ok, guess ill find out soon enough

i understand what you mean about the tq converter bolts now thanks for that

as for the oil filter adapter, your saying it threads out kind of like a shower tool?? just stick something in the hole and spin with the leverage?... i may be able to do that with the engine in the engine bay(i hope) then i can return the oil filter relocation kit

 

[CDW6212R]

The size of Allen wrench to remove the adapter is larger than most people would find, it's about 5/8" in size. You can take it out with it in the truck, just work on finding the right six sided tool to fit it. I'd hunt a source for either very large chisels with six sides, but preferably someone who has trucking tools, and that very large Allen socket.

Don't worry about the lifter preload, as long as the parts are basically stock, the geometry will be very close, just fine. The head milling will add a little preload, but that should be fine.

 

[Flippindabird]

so just to be clear, its in the shaft like a "t" handle, or its in the middle of the shaft?

 

[CDW6212R]

The oil filter block adapter is a straight threaded metal part, similar to the long adapter that you removed from the large filter adapter.

Look at the part which the Explorer filter was bolted to, which on some Explorers is also an oil cooler with radiator hoses going to it. There is a threaded adapter which held that on, you used a large socket to remove that to get the filter adapter(or cooler) off.

That is just an adapter about 2" long or so, with threads on one end that match some oil filters.

The block adapter is similar in size, a little shorter, threads on one end to go into the block, and outer threads which a filter(or the Explorer filter adapter) attach to.

That block adapter has a hole in it, in the outer end is a six sided hole to be able to remove it. The adapter is hollow for oil to go through it, but the inner surface of the hole should have six sides.

 

[Flippindabird]

lol thank you so much for clarifying, sorry for seeming like an idiot i just wanted to make sure i did understand it correctly, which i did lol
but i wanted confirmation, i wont have internet access at the garage tomorrow so had to find out NOW, thank you again for your time ill let everyone know how it turns out, and ill get some pics of the ugly engine lol

 

[CDW6212R]

I understand, it makes sense when you see it. I need to swap my block adapters for my 347, some day. I may end up putting it in my Mark VII instead, money is tight.

 

[TekMan05]

The compression of the Explorer 302 is the same as an HO 302. I know anyone can find lots of books and manuals which differ, from models to years, and between manuals. It's a shame that people who write those manuals, or the editors, they don't do a very good job of it. Word of mouth and research through experience is more valuable than the books, and unfortunately the correct information cannot get the already printed books corrected.

The compression is about 9:1 in virtually any 302 or 351 made since the 80s. I'd bet the same is true for 460's and lots of Ford engines of similar years. Ford wanted the compression there for running regular gas. I wish it was higher like everyone else, 9:5 would be a great level for any stock car, and higher for the sports car etc.

If rebuilding I would see about gaining compression with new pistons, or a combination of rods/pistons. Check prices on strokers, mine was $1900 complete, assembled, though they are up to about $2100 now I think.

The bolt on roller rockers like the OEM 95 Cobra would be nice for a basically stock rebuild, but don't go hunt those if they cost much. A top end RR is about $300, the cheap kind are still $200ish. To use adjustable RR requires head machining, plus the RR studs, and guide plates. The cost gets high if you count it up.

In the end, RR are worth less than 10hp unless you have a serious performance motor, think $3000+ kind. I'd stick with stock rockers unless that budget allows for the other upgrades.

So I'd stick with a nearly stock head rebuild(parts etc), or make them adjustable, add the RR etc. In the end the heads alone push the price up, good used TFS heads turn up for under $750 once in a while. Add up the total cost for the heads before starting them.

Thanks for the very GOOD info. In my instance I plan to stay relatively stock. Just polish/machine port match the heads and lower intake and put a nice sounding cam in it along with any necessary valve component changes. I'm not looking for HUGE levels in my case just a nice little bump in power down low mainly, good driveability, and a preferably lopey idle. I tried looking into other heads but both Bob, and Trick flow has said that any after market heads will not mate up with my current set of headers. And the price to get custom ones will drive the price outta left field for this project.

Not to keep hi-jacking the thread, CDW6212R if you want we can keep talking through PM's.

 

[CDW6212R]

The headers are unfortunately a huge issue. I appreciate the big labor which Bob put into developing heads. I just wish he had tried harder to accommodate the true performance enthusiast who would actually install a 350hp or more engine.

As a start I wish someone had even built a low cost log design of manifold. Even that would outflow all available current headers, but it wouldn't have cost much to produce. A true header is the ideal solution, but for anything besides a mild engine, a header needs to be at least 1.625" in size, with over 2.5" collectors.

Right now those aren't available, except if you pay big money to have them custom made.

Most of these Explorers have the GT40P heads, which are much different than other heads. Some heads are virtually identical in port location to the stock GT40's, but the most desirable heads are a little different, or way different. Most TFS heads are very similar to the GT40 port sizing etc. Avoid the High Ports, and versions that have raised ports. For any other vehicle you can likely buy headers to fit any head choice, but the Explorer requires special research to find workable parts.

 

[TekMan05]

I do wish there was a longtube design available for our trucks. Our market must not be large enough compared to F-150s , Camaros, and Mustangs for most places to justify the research and developement of a full length high flowing Exhaust system i.e. (Kooks , JBA, BBK).

 

[Scott B.]

Have you guys looked at L & L headers?

They are designed for the Ranger, but might fit an Explorer (at least a 1st gen.)

I have a set I am hoping to use in my swap. Right now, I am waiting for their engine mounts - these headers will not work with the engine mounts I built.