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Possible Sport V8s?

Now that I've decided that if I significantly increase the power in my 2000 Sport I will install a V8 I need to consider engine possibilities. I'm not very knowledgeable about Ford V8s since my Sport is the first Ford I've owned.

Of course the easiest would be the 302/5.0L since it came stock in so many of the 4 door Explorers.

The 351 Windsor engine would provide more power but I've read that the deck height is larger to accommodate the engine's longer stroke. It might not fit in the engine compartment.

The stroked and bored 302 to 347 would be about as simple to install as the stock 302 except for a custom tune but is fairly expensive for an OHV engine.

The 4.6L came with the 4R70W in 3rd generation Explorers and I like the idea of a SOHC V8 with all of the chains and sprockets in the front of the engine. However, I've read that the engine is wider than the 5.0L (probably due to the heads) and may not fit.

What I would really like is one of the engines shown below.
97DOHC4_6.jpg

However, the 4.6L DOHC V8 is even wider than the 4.6L SOHC V8.
 



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Retain the distributor?

Charles, do you plan to make your 351W compatible with the Explorer 5.0L electronics and then custom tune the PCM for the larger displacement? An alternative may be to leave the 351W as is except for normal bolt-ons and then rewire the Explorer to utilize a Lightning or F-250 ECU. I wonder if a 4R70W can tolerate the increased torque of the 351W.

Does your 351W use speed density, batch fire fuel injection? I've read that speed density fuel systems are less adaptable to engine mods than MAF sensor systems.
 



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Dale, I plan to keep ALL Explorer electronics and retain the 4r70w with AWD. My truck has been tuned through Henson and far from stock, so the 351w will be tuned in the same manner. I am using an an Xcal2 unit and Innovative for my wideband. The 4r70w in stock form is a tough unit with capability to back the 351w up and not have any major issues. My tranny is fresh-fresh with a big cooler & fan, temp gauge, extra capacity pan, Bauman goodies, reworked lock-up converter and AMSoil fluid. I am using a SCT BA2600 MAF sensor currently, so I will be retaining this set-up. Right now I just need some time and maybe a little less heat!
 












Using the Explorer trigger wheel

. . . My question would be, can the after market crank triggers be used in substitute for the much thicker units used on the exploder?

I found this old post on TCCoA Forums by fastford351 that sounds promising:

"Cam position sensor

The height of the 302 and 351 blocks in the area of the distributor is the same, but the diameter of the hole for the distributor on a 351 is a bit bigger. The other difference is that the 302 has a 1/4" hex shaft to drive the oil pump and the 351 has a 5/16" hex shaft. You can cut down a 351 distributor and graft the 302 CPS set-up on the top of it. I've done it for a couple builds. The other way is to put the 351 shaft in the 302 sensor set-up (and weld the 302 sensor trigger to the top of it) and sleeve the OD of the 302 set-up to fit snugly in the 351 hole. As for the crank trigger, the late 351W truck engines(96-97) had a 4 edge pulse wheel on the back of the damper so you can pop that off and press one from a 302 Explorer on it. The late truck dampers are the only ones with a shoulder machined for a pulse wheel. You could also machine a 351 damper to accept the 302 pulse wheel."

The thread is located at: http://forums.tccoa.com/showthread.php?p=977477
 






I will look into both of these suggestions! I have the '96 dampner, '96 351w Distributor, '96-'01 302 sensor/pump drive and '96-'01 balancer. Will report back!

Charles
 






351W interest

I must admit that I'm still interested in the possibility of eventually installing a 351W in my Sport. I'm attracted to it's longer stroke providing more torque when accelerating from a stop. Forced induction will probably not be that noticeable at low engine speed. I guess I was spoiled by my past Jaguar 3.4L and 4.2L DOHC engines that had excellent low speed torque due to a long stroke but would easily rev to 6,000 rpm.

I'm concerned about the statement in the Mustang swap article that the accessory mounting brackets for the 301 will not fit the 351W. I found some 351W serpentine conversion kits that include a new front timing cover. They were expensive ranging from $1,800 to $2,400 but included alternator, A/C compressor and power steering pump in some cases. According to Rock Auto's parts catalog the later 351Ws used serpentine belts.

Does your 1996 351W have the serpentine belt? What do you plan to do about the accessories?
 






swap bracket & Lightning engine

I found the bracket shown below on eBay. It allows the use of 1985 to 1993 Mustang 5.0L power steering pump and A/C compressor on a 351W.
58Lbracket.jpg


Here's the eBay link: FORD MUSTANG 351W ENGINE SWAP ACC DRIVE KIT 8511-B351

I found the photo below of a 1995 Lightning engine. The main intake tube is located on the driver side so buying more than a long block is probably a waste of money.
 

Attachments

  • 95Lightning.jpg
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SOHC V6 vs 5.0L V8 Wirelist

To prepare for a possible double powertrain swap (4 door 5.0L/4R70W to Sport and Sport SOHC 4.0L/5R55E to 4 door) I decided to determine the engine/transmission related wiring differences. Using my Ford 2000 Explorer/Mountaineer Wiring Diagrams I generated an Excel spreadsheet containing PCM pin numbers, circuit numbers and associated wire colors, circuit functions and external connectors for the two engines. Besides allowing me to determine the only wiring changes needed for the 2WD powertrain swaps, I suspect the table will be useful when troubleshooting potential electrical problems. A text based version of the spreadsheet is shown below. If anyone would like a copy of the Excel spreadsheet just request it via a PM to me containing your e-mail address.

I concluded that no wiring changes are required. It is only necessary to disconnect existing connectors during engine and transmission removal and then reconnect them during engine and transmission installation. In general:

Disconnect PCM connector
Remove PCM
Disconnect the wiring at the starter motor
Disconnect main engine harness connector
Disconnect engine to body grounds
Disconnect engine to O2 sensors connectors
Disconnect engine to transmission connectors
Remove engine with wiring harness attached
Disconnect transmission wiring harness to O2 sensor connector (4R70W)
Remove transmission with wiring harness attached
Install transmission with wiring harness attached
Connect transmission wiring harness to O2 sensor connector (4R70W)
Install engine with wiring harness attached
Connect engine to transmission connectors
Connect engine to O2 sensors connectors
Connect engine to body grounds
Connect main engine harness connector
Connect the wiring at the starter motor
Install PCM
Connect PCM connector



NOTES:
If V8 function not listed, same as V6 function
S= splice, G = ground, C = connector
If more than one connector is listed, 1st is for the V6 & 2nd is for V8


PCM..V6 (E) Circuit..Function......................V8 Circuit........Function..........Ext Cnx
Pin #
1....315 (VT/OG)...Shift Solenoid B.................315 (VT/OG)......................C116P36
2....658 (PK/LG)....Malfunction Indicator.........658 (PK/LG).......................C115P6
.............................Lamp (MIL) Control
3....1144 (YE/BK)..Digital Trans Range...........1144 (YE/BK)......................C113P12
............................(DTR) Sensor (TR1).................................................C116P19
4....NA.....................................................NA
5....NA.....................................................NA
6....136 (DB/YE)...Output Shaft Speed...........NA
............................(OSS) Sensor
7....NA.....................................................NA
8....NA.....................................................NA
9....NA.....................................................NA
10...NA....................................................NA
11...NA....................................................NA
12...29 (YE/WH)...Fuel Gauge Sender............29 (YE/WH)...........................C115P10
13...107 (VT).......Data Link Connector..........107 (VT)................................C115P22
............................(DLC)
14...784 (LB/BK)...4WD Low Indicator...........NA
............................Switch
15...915 (PK/LB)...SCP Data Bus (-)..............915 (PK/LB).............................C115P3
16...914 (TN/OG)..SCP Data Bus (+).............914 (TN/OG)..........................C115P11
17...NA...................................................NA
18...NA...................................................NA
19...394 (OG/BK)..Load Leveling...................394 (OG/BK)..........................C115P28
...........................Acceleration Signal
20...NA...................................................NA
21...349 (DB).......Crankshaft Position...........138 (BK/PK)...Crankshaft Position..C162
............................(CKP) Sensor (+)...................................(CKP) Sensor (+)
22...350 (GY).......Crankshaft Position...........139 (GY/YE)....Crankshaft Position..C162
............................(CKP) Sensor (-)....................................(CKP) Sensor (-)
23...NA.....................................................NA
24...570 (BK/WH)..Power Ground...................570 (BK/WH)...................S105/G101
25...57 (BK).........Chassis Ground..................57 (BK).....................................G201
26...95 (TN/WH)...Ignition Coil......................526 (DB/LG)....Ignition Coil #1..C104
27...237 (OG/YE)..Shift Solenoid A.................237 (OG/YE)....................C118P14
......................................................................................................C116P34
28...924 (BN/OG)..Shift Solenoid D.................NA..................................C118P13
29...224 (TN/WH)..Transmission Control..........224 (TN/WH)...................C115P12
............................Switch (TCS) Input
30...NA.....................................................NA
31...NA.....................................................NA
32...311 (DG/VT)..Knock Sensor Return...........NA.......................................C199
33...NA.....................................................NA
34...NA.....................................................NA
35...392 (RD/LG)...Heated Oxygen Sensor.......392 (RD/LG)..........................C118
............................(HO2S) #12 Input...................................................C116P27
36...968 (TN/LB)...Mass Air Flow (MAF)...........968 (TN/LB)..........................C111
............................Sensor Return
37...923 (OG/BK)...Transmission Fluid............923 (OG/BK)......................C118P2
.............................Temp (TFT) Sensor...................................................C116
38...354 (LG/RD)....Engine Coolant Temp.......354 (LG/RD)...........................C159
.............................(ECT) Sensor Input
39...743 (GY)........Intake Air Temp (IAT).......743 (GY).................................C111
.............................Sensor Input
40...238 (DG/YE)....Fuel Pump Relay..............238 (DG/YE)........................C115P5
..............................Input
41...348 (VT).........A/C High Pressure............348 (VT)............................C115P37
..............................Cutoff Switch Input
42...NA....................................................NA
43...305 (LB/PK).....Message Center...............305 (LB/PK).....Not used.....C115P27
..............................(Fuel Flow)
44...NA....................................................NA
45...357 (YE/WH)....PCM to GEM....................NA.....................................C115P38
46...1017 (BK/WH)...Fuel Cap Indicator.........NA.....................................C115P13
47...360 (BN/PK)......EGR Vacuum Reg.........360 (BN/PK)..............................C184
...............................(EVR) Control
48...11 (TN/YE).......Tachometer...................11 (TN/YE).............................C115P2
49...1145 (LB/BK).....Digital Trans Range......1145 (LB/BK).........................C113P4
...............................(DTR) Sensor (TR2).................................................C116P28
50...1143 (WH/BK)...Digital Trans Range.......1143 (WH/BK).......................C113P7
...............................(DTR) Sensor (TR4).................................................C116P20
51...570 (BK/WH).....Power Ground...............570 (BK/WH)...................S105/G101
52...96 (TN/OG).......Ignition Coil..................527 (RD/LB)..Ignition Coil #2...C165
.............................................................................................................C104
53...971 (PK/BK).......Shift Solenoid C............NA......................................C118P10
54...480 (VT/YE)......Torque Converter............125 (DB/WH)......................C118P15
................................Clutch Solenoid.......................................................C116P38
55...37 (YE).............Keep Alive Power (B+)....37 (YE).................................C115P8
56...191 (LG/BK).......EVAP Canister Purge......191 (LG/BK)........................C115P39
................................Valve
57...310 (YE/RD).......Knock Sensor Input.......NA............................................C199
58...679 (GY/BK).......Vehicle Speed Sensor....679 (GY/BK)...........................C115P7
................................(VSS) Input
59...NA.....................................................NA
60...74 (GY/LB)........Heated Oxygen Sensor....74 (GY/LB)................................C169
................................(HO2S) #11 Input...................................................C116P10
61...393 (VT/LG).......Heated Oxygen Sensor...393 (VT/LG)..............................C113
...............................(HO2S) #22.............................................................C116P13
62...791 (RD/PK)........Fuel Tank Pressure........791 (RD/PK)........................C115P17
.................................Input
63...NA.....................................................NA
64...199 (LB/YE)........Digital Trans Range........199 (LB/YE).........................C113P15
.................................(DTR) Sensor (TR3A)............................................C116P12
65...352 (BN/LG)........Differential Pressure ......352 (BN/LG)............................C189
.................................Feedback EGR Sensor
66...NA......................................................NA
67...91 (VT/WH)........Canister Vent Solenoid....91 (VT/WH)........................C115P14
68...NA......................................................NA
69...331 (PK/YE)........Wide Open Throttle A/C..331 (PK/YE)........................C115P30
.................................Cutoff (WAC) Relay Out
70...NA......................................................NA
71...361 (RD)............Power (PWR)..................361 (RD).........................S101/C115
72...NA..........................................................561 (TN/RD)...Fuel Injector.......C107
.........................................................................................#7 Control
73...559 (TN/BK)........Fuel Injector #5 Control.559 (TN/BK).............................C160
74...557 (BN/YE)........Fuel Injector #3 Control.557 (BN/YE)..............................C168
75...555 (TN).............Fuel Injector #1 Control..555 (TN)..................................C164
76...570 (BK/WH).......Power Ground................570 (BK/WH)...................S105/G101
77...570 (BK/WH).......Power Ground................570 (BK/WH)...................S105/G101
78...97 (TN/LG).........Ignition Coil....................528 (PK/WH)..Ignition Coil #3...C165
...........................................................................................................C105
79...911 (WH/LG).......Transmission Control.......911 (WH/LG)......................C115P40
.................................Indicator Lamp (TCIL)
80...926 (LB/OG)........Fuel Pump Relay.............926 (LB/OG).......................C115P15
.................................Control
81...925 (WH/YE).......Electronic Pres Control.....925 (WH/YE).........................C118P6
.................................(EPC) Solenoid......................................................C116P33
82...NA.......................................................NA
83...264 (WH/LB).......Idle Air Control (IAC)......264 (WH/LB)..............................C156
.................................Valve Control
84...970 (DG/WH).......Turbine Shaft Speed......136 (DB/YE)....Output Shaft....C118P16
.................................(TSS) Sensor...................................Speed Sensor..C116P22
85...282 (DB/OG).......Camshaft PosItion..........282 (DB/OG)...............................C183
.................................(CMP) Sensor Input
86...347 (BK/YE)........PCM to A/C Cycling.........347 (BK/YE)..........................C115P35
.................................Pressure Switch
87...94 (RD/BK).........Heated Oxygen Sensor....94 (RD/BK).................................C113
.................................(HO2S) #21 Input
88...967 (LB/RD)........Mass Air Flow (MAF).......967 (LB/RD)................................C111
.................................Sensor Input
89...355 (GY/WH)......Throttle Position (TP).......355 (GY/WH)...............................C157
.................................Sensor Input
90...351 (BN/WH)......Reference Voltage...........351 (BN/WH)..............................C157
91...359 (GY/RD).......Sensor Signal Return.......359 (GY/RD)...............................S166
92...810 (RD/LG).......Brake Pedal Position.........810 (RD/LG)............................C115P4
.................................(BPP) Switch Input
93...387 (RD/WH)......Heated Oxygen Sensor.....387 (RD/WH)..............................C169
.................................(HO2S) # 11 Heater.................................................C116P15
94...388 (YE/LB)........Heated Oxygen Sensor.....388 (YE/LB)................................C113
.................................(HO2S) #21 Heater.......................................................C182
95...389 (WH/BK).......Heated Oxygen Sensor....389 (WH/BK)..............................C118
.................................(HO2S) #12 Heater..................................................C116P31
96...390 (TN/YE).......Heated Oxygen Sensor......390 (TN/YE)...............................C113
.................................(HO2S) #22 Heater..................................................C116P24
97...361 (RD)............Power (PWR)...................361 (RD).......................S101/C115P9
98...NA............................................................562 (LB).......Fuel Injector #8.....C108
...........................................................................................Control
99...560 (LG/OG).......Fuel Injector #6 Control..560 (LG/OG)................................C158
100..558 (BN/LB).......Fuel Injector #4 Control..558 (BN/LB)................................C161
101..556 (WH)...........Fuel Injector #2 Control..556 (WH)....................................C167
102..NA......................................................NA
103..570 (BK/WH).......Power Ground................570 (BK/WH).....................S105/G101
104..NA..........................................................529 (RD/YE).Ignition Coil #4........C105
 






To prepare for a possible double powertrain swap (4 door 5.0L/4R70W to Sport and Sport SOHC 4.0L/5R55E to 4 door) I decided to determine the engine/transmission related wiring differences. Using my Ford 2000 Explorer/Mountaineer Wiring Diagrams I generated an Excel spreadsheet containing PCM pin numbers, circuit numbers and associated wire colors, circuit functions and external connectors for the two engines. Besides allowing me to determine the only wiring changes needed for the 2WD powertrain swaps, I suspect the table will be useful when troubleshooting potential electrical problems. A text based version of the spreadsheet is shown below. If anyone would like a copy of the Excel spreadsheet just request it via a PM to me containing your e-mail address.

I concluded that no wiring changes are required. It is only necessary to disconnect existing connectors during engine and transmission removal and then reconnect them during engine and transmission installation.

etc. etc. etc...

:notworthy aaaawesome info, hope i can afford to drop a 5.0 in my 2000 sport sometime in the next year or two. for now i'm trying to be an information pack rat so i know everything possible about the details of the swap
 






Don't know how old this thread is... and I'm not sure how much work you've done... however, if you can, you should consider looking into your run of the mill Ford Crown Victoria block. The cams, the intake, and everything else is designed for torque to move the big heavy beast.

When tuned properly, you can easily get a PI 02+ Crown Victoria to run high 14s with a STOCK BLOCK, and a STOCK INTAKE MANIFOLD.

I would guess that with the Explorer Sport probably being a little bit lighter (no idea?) that it wouldn't be unreasonable to see low 14s.

Personally, I'd be a little scared to go quicker than that in a truck (unless it was lowered).



Anyway, the "normal" PI engined cars with dual exhaust put out 239hp from 02-04 I think. Then in 05 when they switched to an 80mm MAF and slight retune, they were putting out 250hp (crank HP). It doesn't seem like a lot of power, but that's plenty of torque. With a good tune, and a decent exhaust, you could easily get that and maybe 260hp without too much work.

Plus it would be DEAD-reliable too...

You just can't kill those 2V motors.
 












I believe the Crown Victoria Police Interceptor came with the 4.6L SOHC modular V8 engine. The engine is considerably wider than the 5.0L OHV V8.


It is... but I was responding to the posts early on about whether to go with a 5.4 DOHC or a 4.6 DOHC. Heh.


I don't know much about the 4.0 SOHC (although I have one in my 02 Sport), but... is it the same as the 4.6, with just 2 cyls lopped off? Seems like it would be a simple swap? Maybe?
 






The 4.6/4.0 aren't like the chevy 5.7/4.3
 












I have that bookmarked from past research and still need to get some info back. I am finishing up school and have been almost to busy. Plan to get some info back and think I have found the solution to the crank trigger issue using stock components. My buddy's dad is finally selling his '95 Lightning and I keep eyeballing it almost every day! I believe the biggest issue of all is going to be the headers/exhaust manifolds, which will require welding skills that I lack. Then if you are going to build one-off headers, why not just go turbo? I need to buy a v8 roll-over to do some R&D work! Back to work.........
 






So are you still going to try to achieve your 40mpg goal if you swap to a V8?
 






good question!

So are you still going to try to achieve your 40mpg goal if you swap to a V8?

Thanks for asking that question! It made me realize that I've strayed from my initial focus and prompted me to reexamine my priorities.

1. Since I plan to retain my Sport for many years, reliability is a high priority. Eventually I will age to the point that I am still able to drive but too weak to pull the engine or transmission. The odometer just passed 153,000 miles and the engine and transmission will need to be rebuilt in the next few years. I believe a rebuilt 5.0L/4R70W will outlast a rebuilt 4.0L SOHC/5R55E. With my Accusump pre-oiler I suspect 15 years of service is possible. By then I'll be over 80 years old.

2. I only drive my Sport a few thousand miles a year. As a result, there is not a large financial incentive to improve my fuel economy. My main potential reward is overcoming the technical challenge. I want to improve performance as well as fuel economy. Lately, I've had more fun improving performance.

3. I believe that in general for a given displacement, the larger the ratio of bore/stroke the greater the horsepower but the lower the fuel economy. The SOHC V6 has a bore of 3.953 inch and a stroke of 3.31 inch resulting in a ratio of 1.194. The 5.0L has a bore of 4.0 inch and a stroke of 3.0 inch resulting in a ratio of 1.333. The 5.0L higher ratio and increased weight are factors that contribute to its lower fuel economy. However, it's larger displacement and associated torque allow lower engine speeds than the V6 for any given vehicle speed. I suspect that the 5.0L's fuel economy would improve with a larger stroke and optimized gearing.

4. The performance and fuel economy of any engine will improve with load reduction. I will continue to experiment with potential load reduction modifications no matter what engine is in my vehicle.
 






There is nothing wrong with changing your goals. I think you have made the right choice given your situation. Modding for performance is definitely more fun. I don't drive a lot either so I have never been too concerned about fuel economy. I will do what I can to improve it, but it isn't a goal.

Swap in a 347!

Load reduction is a very broad term. Some things that can reduce load would be aero improvements, weight reduction, friction reduction, lower gearing, remove AC, electric fan? There are a lot of opportunities.
 






i would love for someone to look into aero improvements on the explorer sports, mainly front air dams, and underbody pans or possibly a rear wing, that actually does something :)


i want to put a EE front air dam on mine but i think if anything it will just create more drag.
 



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^-- check out ecomodder.com for aero tips and tricks.
 






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