V10 explorer ??s need help

[Weatherman]

Yes, however, come rebuild time, or when you throw a rod, crack something, blow your trans, etc. you will think long and hard about that 302. If you want an older automatic transmission, like a C4, it winds up being very feasible. If you are like most people, @175,000 miles with 80,000 on your second A4LD, you aren't that far out of the 302 price range.

As for 6-cylinder powerhouses, I've seen some 6-cyl truck engines take cars 1/4 mile in under 10 seconds, but it isnt really something you drive home. Additionally, when you go after horsepower, you usually sacrifice some torque. Open exhausts, large intake manifolds, etc. all kill your torque in small engines. Not something you want in an explorer.

We people with manual transmissions have it a little different though. Most any sbf compatible manual transmission is cable-clutched, as opposed to that %^&*ing hydraulic thing that likes to go out so much. And a T-5 isn't really what I would want to stick in there anyhow. Personally, now that I've found the proper bellhousing, and once my 4.0L ad R1 go out, im gong to go for the 302 and try to rig up one of my muncies in there or something.

[This message has been edited by Weatherman (edited 02-17-2000).]

 

[danny]

If he only wants 250hp, then the 4.0 wouldn't be getting that stressed. A few minor mods - cam, pistons, extrude honed intake and heads, headers, exhaust, throttlebody, MAF, air filter (KKM?), and maybe a BBK Instacharger with 6lbs. of boost. That wouldn't stress the engine much, and using the right equipment would actually make it stronger. Just make sure to have a tranny built to take it. 250 isn't asking much from 4 liters, my 3.2 liter puts out that with very little done to it. No boost, internal mods, or bottle (YET).

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Danny
93SHO
91EB
www.hit.net/~danny/explorer.html

 

[V8Pete]

Sorry to be so late to comment of Kaufmann dialog, but I want to get in my 2 cents.

When modifications to the port injected 5.0 were starting in late '96 (a year after introduction), Chris Kaufmann was getting so much positive coverage in HOT ROD you'd think it was his magazine. Since my '86 5.0 Mustang never ran right, and the local dealers couldn't figure out what was wrong, I drove to So. Cal. to see him. First, he wrote me up for 20% more than I was quoted on the phone ("our hourly rate just went up"). Then he put Mark Sanchez (who you still read about in the magazines) on it; Mark didn't have a clue what he was doing. After playing around with it for a couple of hours and not progressing in any direction, little Chris (short man's syndrome personified) came over, said the timing was off, turned the distributor, drove it around the block, and declared it was running perfectly. When we returned from the test drive and he went back to the office, I made Mark put a timing light on it. Chris' timing adjustment was 10 degrees retarded! I had Mark set the timing back to spec, paid, and got out of there. The only things that had changed was that my wallet was lighter, and I'd wasted a full day.

I don't know what his current products are like, but that was my worst tuner experience ever.

Pete

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'96 XLT 2wd V8
K&N, drilled airbox
Flowmaster 50 series w/ 3" pipe
Explorer Express 1 1/2" lowering kit
Edelbrock IAS
Michelin 235/70 X-One

 

[V8Pete]

Sorry, I meant late '86.

Pete

 

[Extreme4x4]

Many people on the Ranger board have done the 5.0 conversion. They all report that they have spent anywhere from $4000-10,000 on the conversion. There is alot more to it than most people would realize, and alot more headaches. Dead Link Removed

I am not here to think poorly about what ANYONE wants to do. They just need to make sure that they think their ideas through thoroughly..... and talk to LOTS of people who have done it. Otherwise, you are going to be halfway through a moneypit project, wishing you just had your little ol 4.0 back. Dead Link Removed

I am a firm believer in sticking with the 4.0 and pumping up the hp. With a cam, porting, pistons (not necessary, but I would do it), exhaust, bigger mass air and throttle body, you can get 250 naturally aspirated hp out of the 4.0. Talk to 4.0 Liter Performance..... they have all the parts, and have done it. This is not a high strung track engine, but a daily driver that retains good torque characteristics. The 4.0 block is plenty strong (stronger than most 5.0 car blocks). The auto trans, when needing rebuilt can be beefed up to easily handle the hp and more. Dead Link Removed

Yes, I realize that these mods are not cheap either. However, you can do them a little at a time, as able. When you are done, you can still work on the engine...... will have no cooling problems...... no fit problems...... and no fabrication nightmares. Plus, you will still be able to go to Pep Boys to get parts, without having to show slides, diagrams, and instruction manuals (sorry, I couldn't help myself. hehe Their parts people are lame most of the time). Dead Link Removed

This is just my opinion..... of course I may be wrong. Dead Link Removed

Gloria
93 EB Explorer (highly modified)
94 F150 Lightning

[This message has been edited by Extreme4x4 (edited 02-19-2000).]

 

[Paul Gagnon]

When we swapped the 5.0L into my friends Bronco II the total bill came to a little under $4000 Canadian with us doing all the labour. By the time I am finished swapping in my 3.8L it will come to around $4000-4500 Canadian for engine transmission and transfer case. But $10,000 to do a 5.0L.... I have a hard time believing that. Even if you had someone install it for you there is not $5000 worth of labour in there. A good shop who knows what they are doing and has all the tools could do it in a week and a half, easily,and that would include time spent chasing parts. A supercharger for the 4.0L costs around $4000 here. And then you still have to install it. It would take a lot of money to make my tired old 4.0L handle the supercharger.

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Paul Gagnon
Calgary, Alberta
"No Brain, No Pain"
Dead Link Removed



[This message has been edited by Paul Gagnon (edited 02-20-2000).]

 

[Rick Reynolds]

Here's my input from my mustang kind of thinking.

If you are considering anything that is going to cost #3K or more why not just buy a suprecharger? There are many companys that make them for the 4.0 and you can do it yourself. (if you can't then you shouldn't be 4wheeling cause this is the least of your worries!)

Pick up a good used low mile 4.0 from your local junkyard that should be less than $1000 deoneding on year and miles and about another $2500 should get you a SC kit with everthing you need to get the HP numbers you are looking for. Two major benefits are if you want more HP all you do is change pulley size, and if the motor goes south (again) your not out everything just the motor. That is mainly important if you start getting into big $ head work, custom pistons, etc....


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Rick Reynolds

91' Navajo - Stock.....not for long
67' Mustang - 25 psi Procharger, etc......
95' Integra - Hey, It's the wife's and I married into it. ;-)