Tnashua
Elite Explorer
- Joined
- August 20, 2013
- Messages
- 78
- Reaction score
- 3
- Location
- Oskaloosa, IA
- City, State
- IA
- Year, Model & Trim Level
- 1998 Ford Explorer
I'm a little behind here, but thought it would be fun to document the build for my 98 Explorer XLT 4x4 4.0L 5-speed...
Due to my wife (previously a CPA) keeping tabs on me- I couldn't spend as much on the rebuild as I would've liked to! I did purchase quality parts : Mahle, Clevite 77, Melling, Felpro PermaTorque & PermaDry, Gibson, Dynomax, New Heads (not rebuilt- though I'm not sold on them), Etc...
Should've bought new pistons even though my block was standard. I spent WAY TOO Much time cleaning carbon out of the ring lands! Did acquire a few new tools (that I've been wanting for quite some time & was able to slip them by the accountant): HD dingleball hone, carbide burrs, set of engine brushes, etc.
I sent the block to the machine shop to be hot tanked & to have the new cam bearings & frost plugs installed- otherwise this is a garage build
The major hang-up in this project (besides limited funds) has been the new heads. They came assembled- so I thought "I'll be able to bolt them right up- no problem." WRONG! Some shoddy machine procedures left casting flashing protruding into the ports & around bolt holes in several spots. Decided to dissassemble the heads to grind those spots. Found bronze shavings all over the valve spring retainers & a valve seal barely hanging on! Should've removed all the seals right then (cause they are full of cast iron shavings now)... One thing led to another & now I'm in the middle of a full out P&P job (not sure if it was really a good idea to buy those burrs now!). I used a junk pair of valves out of one of 2.0L SOHC heads I had laying around to keep the valve seats from getting scarred up while I worked on the combustion chambers. Seams pretty pathetic that the valves from the 2.0L are just as big (intake) or bigger (exhaust) than the 4.0L's valves! This has me thinking that I really shouldn't put the stock cam back in it- I really could use some more lift (and maybe a bit of duration) to get air into & out of this engine... Too bad my budget is blown & I need to get this thing back on the road!!!
Anyone out there want to take pity on me & make me an awesome deal on a "410" or was it "411" cam that you have laying around?!
Anyways- I have the cylinders deglazed, the block cleaned, the new bearings in, the new rings installed, the pistons in their holes, rod bearings torqued to spec, all but the rear main torqued to the first torque value, engine & timing cover painted "racing" green, the valve covers POR-15'd & coated w/ semi gloss black like the oil pan... The intake & other parts have been cleaned
If it weren't for the snowball cylinder head project- I'd probably have it together by now! I'll try to post pictures & attempt to log on & keep any interested parties up to date
Thanks for looking!
Due to my wife (previously a CPA) keeping tabs on me- I couldn't spend as much on the rebuild as I would've liked to! I did purchase quality parts : Mahle, Clevite 77, Melling, Felpro PermaTorque & PermaDry, Gibson, Dynomax, New Heads (not rebuilt- though I'm not sold on them), Etc...
Should've bought new pistons even though my block was standard. I spent WAY TOO Much time cleaning carbon out of the ring lands! Did acquire a few new tools (that I've been wanting for quite some time & was able to slip them by the accountant): HD dingleball hone, carbide burrs, set of engine brushes, etc.
I sent the block to the machine shop to be hot tanked & to have the new cam bearings & frost plugs installed- otherwise this is a garage build
The major hang-up in this project (besides limited funds) has been the new heads. They came assembled- so I thought "I'll be able to bolt them right up- no problem." WRONG! Some shoddy machine procedures left casting flashing protruding into the ports & around bolt holes in several spots. Decided to dissassemble the heads to grind those spots. Found bronze shavings all over the valve spring retainers & a valve seal barely hanging on! Should've removed all the seals right then (cause they are full of cast iron shavings now)... One thing led to another & now I'm in the middle of a full out P&P job (not sure if it was really a good idea to buy those burrs now!). I used a junk pair of valves out of one of 2.0L SOHC heads I had laying around to keep the valve seats from getting scarred up while I worked on the combustion chambers. Seams pretty pathetic that the valves from the 2.0L are just as big (intake) or bigger (exhaust) than the 4.0L's valves! This has me thinking that I really shouldn't put the stock cam back in it- I really could use some more lift (and maybe a bit of duration) to get air into & out of this engine... Too bad my budget is blown & I need to get this thing back on the road!!!
Anyone out there want to take pity on me & make me an awesome deal on a "410" or was it "411" cam that you have laying around?!
Anyways- I have the cylinders deglazed, the block cleaned, the new bearings in, the new rings installed, the pistons in their holes, rod bearings torqued to spec, all but the rear main torqued to the first torque value, engine & timing cover painted "racing" green, the valve covers POR-15'd & coated w/ semi gloss black like the oil pan... The intake & other parts have been cleaned
If it weren't for the snowball cylinder head project- I'd probably have it together by now! I'll try to post pictures & attempt to log on & keep any interested parties up to date
Thanks for looking!