bobbywalter
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V8 Engine Swap
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- Joined
- Aug 9, 2007
- Messages
- 24,025
- Reaction score
- 5,322
- Location
- woodhaven mi
- Vehicle Year
- 1988
- Make / Model
- FORD mostly
- Engine Type
- V8
- Engine Size
- BIGGER
- Transmission
- Automatic
- 2WD / 4WD
- 4WD
- Total Lift
- sawzall?
- Tire Size
- 33-44
- My credo
- it is easier to fix and understand than "her"
edit, 6 year update starts at post 66, though this whole thread needs updates due to pictures dying
edit. 11 year update. still have not fixed pictures.
this is just a general thing for a heads up.
been up and down with it. broke alot of shit so far for such a nutless engine pushing 200 k and nearly 15 years old.
reworked and moved the engine several times before i settled to the current setup ...this was due to checking feasibility with a ttb swap. very time consuming but i was curious as i may do it with a later sploder/b2 build as well so i considered it time well wasted.
my original intentions were to move the ttb forward 2-3 inches anyway and do the swap. but uhh...well i got sick of killing 8.8's and ended up putting 60's in before that happened. but i left the ttb k member unmolested as i knew the swap was inevetable.
swap was basically a 350 swap with a modded k member which is often typical of sas conversions, well at least ones done with the eb type bullshit axles..i used some tube. its that or oil pan mods.
engine is between 350/454...both of which easily fit all the ranger chassis, just a lil harder with the ttb chassis. the 350 has alot better pan options to make things go easier....but hey...oil pans are easy to mod if it comes to that right?.
the bottom line.....................
it can be done with the ttb, but relocation forward, custom cutting and lift is key along with a meangreen type starter...add extensive oil pan work and its off my list of worth doing with a ttb 4x4.
the later post ttb chassis on the otherhand opens stuff up..a good td in one of those would be fun.
2wd tib will still be a bitch as well. just not worth it unless your doing a later gep engine. the ones produced and found before 99 are not even close to the current model being built.
if i were to do this with a 2wd tib chassis i likely would use aerostar stuff or m2 for the front suspension and shitcan the tib.but thats just me no i take that back...i would not own a 2wd ranger or do this swap to one unless i was getting paid well.
costs are hrd to nail down, in this case the donor engine and powertrain was from one of my ol work vans. really didnt have cost into that particular van as it was payment for work i done on a different vehicle which i didnt have money into...just some time. it was a chevy g30...4l80 and run pretty good for a na engine. it would run 23-24plus mpg hiway with mid load at 60-65 mph driving real easy in the van. town was hi teens...
by detuning my 302 (which made it gay...and pointless) and driving in the same conditions with the ranger, 16mpg was about max and i was hurting the engine doing that...it was pingin....mpg round town???...well shit. it could be as low as 7/8...generally 9-11 with normal loads. 33 tires...410/456 gears brought the same results. so a low cost diesel swap looked good.
i got @ 600 for the van when i dumped it last june. i was hoping to keep the swap costs under 400...and that forced some comprimises. that will be in the 5 k report..lil over halway to that now.
the idea was to just plop the bitch in there and see if it was ok.....i didnt do shit to it except powerwash it and had to fix the trans connector cause i smashed it...that didnt cost anything, just time.
its a pretty good engine. its ok till i get on the hiway. need more od for sure. go over 65 and it eats fuel..60 runs it just right. kinda wish i had 350 gears now
its very livable and blows a 4bt away for actual usability..especially a non counter unit. WAIT A MINUTE! DID I JUST SAY BLOWS A 4BT AWAY? a 6.5??...yes and no....
fact is the 4bt is a better engine and easier to build and there is no arguement there when going all out..
but theres other things at play for me. unless you have driven a 4bt with any sense of intelectual honesty and then a 6.5 back to back you cant really have a good opinion on whats acceptable for nvh. sure the 4bt will be all the rage for talkin shit as the gm 6.2/6.5 has a well deserved rep for being a pos engine in alot of ways...
but for daily driver duties the 4bt is in my experience is harsh compared to a 6.5...so i think your lying to yourself if you think not... sorry.
i have to admit if i had a free one i would use it, after i explode this 6.5. it certainly seems by comparison the 6bt is way better imo and would be preferred over a 4bt... then again 6 is a trainload of work, so if stock 4bt power is ok, and the rig in question is a small reg cab 2wd i suggest the ind 3.3 cummins..4bt should be for ext cab and bigger 4x4,s imo.
back to the 6.5..i am overall very happy with it. pleasantly surprised to say the least and will be running a turbo version i am sure before too long.
now, before anybody says anything about fuel costs...you better be able to do basic math first..and figure it for 35 k miles a year min. i still comeout ahead even with prices the way they been the last 3 years...
then figure in the mix i run puts my fuel costs below reg unleaded and its a winnie win win..
the sum bitch is about the same cost as the escort to drive fuel wise...with in 800-1000 bux on 35k miles. not bad for a 5800 plus pound 4x4 that does what i want over a car that gets stuck on flat roads in the winter when i am trying to get to work. of course its a work in progress and is just hacked up still as there are alot of other plans for the rig to get it to where i need it for well service.
i busted two chevy 4x4 rotted michigan ext housing, fawked up one t case and front drive shaft as well, but those were due to the 42's more then anything else. i dont run those really and have clearance issues with the big tires due to not wanting to buy a new radiator, on the road its prety much 305's/35's.
the gt 40 spec 302 that this 6.5 replaced is missed for sure when it was in its top form, especially on the freeway.... but when its time to stop for fuel its different.... instead of needing gas everyday i can go a week. thats something i can live with.
edit. 11 year update. still have not fixed pictures.
this is just a general thing for a heads up.
been up and down with it. broke alot of shit so far for such a nutless engine pushing 200 k and nearly 15 years old.
reworked and moved the engine several times before i settled to the current setup ...this was due to checking feasibility with a ttb swap. very time consuming but i was curious as i may do it with a later sploder/b2 build as well so i considered it time well wasted.
my original intentions were to move the ttb forward 2-3 inches anyway and do the swap. but uhh...well i got sick of killing 8.8's and ended up putting 60's in before that happened. but i left the ttb k member unmolested as i knew the swap was inevetable.
swap was basically a 350 swap with a modded k member which is often typical of sas conversions, well at least ones done with the eb type bullshit axles..i used some tube. its that or oil pan mods.
engine is between 350/454...both of which easily fit all the ranger chassis, just a lil harder with the ttb chassis. the 350 has alot better pan options to make things go easier....but hey...oil pans are easy to mod if it comes to that right?.
the bottom line.....................
it can be done with the ttb, but relocation forward, custom cutting and lift is key along with a meangreen type starter...add extensive oil pan work and its off my list of worth doing with a ttb 4x4.
the later post ttb chassis on the otherhand opens stuff up..a good td in one of those would be fun.
2wd tib will still be a bitch as well. just not worth it unless your doing a later gep engine. the ones produced and found before 99 are not even close to the current model being built.
if i were to do this with a 2wd tib chassis i likely would use aerostar stuff or m2 for the front suspension and shitcan the tib.but thats just me no i take that back...i would not own a 2wd ranger or do this swap to one unless i was getting paid well.
costs are hrd to nail down, in this case the donor engine and powertrain was from one of my ol work vans. really didnt have cost into that particular van as it was payment for work i done on a different vehicle which i didnt have money into...just some time. it was a chevy g30...4l80 and run pretty good for a na engine. it would run 23-24plus mpg hiway with mid load at 60-65 mph driving real easy in the van. town was hi teens...
by detuning my 302 (which made it gay...and pointless) and driving in the same conditions with the ranger, 16mpg was about max and i was hurting the engine doing that...it was pingin....mpg round town???...well shit. it could be as low as 7/8...generally 9-11 with normal loads. 33 tires...410/456 gears brought the same results. so a low cost diesel swap looked good.
i got @ 600 for the van when i dumped it last june. i was hoping to keep the swap costs under 400...and that forced some comprimises. that will be in the 5 k report..lil over halway to that now.
the idea was to just plop the bitch in there and see if it was ok.....i didnt do shit to it except powerwash it and had to fix the trans connector cause i smashed it...that didnt cost anything, just time.
its a pretty good engine. its ok till i get on the hiway. need more od for sure. go over 65 and it eats fuel..60 runs it just right. kinda wish i had 350 gears now
its very livable and blows a 4bt away for actual usability..especially a non counter unit. WAIT A MINUTE! DID I JUST SAY BLOWS A 4BT AWAY? a 6.5??...yes and no....
fact is the 4bt is a better engine and easier to build and there is no arguement there when going all out..
but theres other things at play for me. unless you have driven a 4bt with any sense of intelectual honesty and then a 6.5 back to back you cant really have a good opinion on whats acceptable for nvh. sure the 4bt will be all the rage for talkin shit as the gm 6.2/6.5 has a well deserved rep for being a pos engine in alot of ways...
but for daily driver duties the 4bt is in my experience is harsh compared to a 6.5...so i think your lying to yourself if you think not... sorry.
i have to admit if i had a free one i would use it, after i explode this 6.5. it certainly seems by comparison the 6bt is way better imo and would be preferred over a 4bt... then again 6 is a trainload of work, so if stock 4bt power is ok, and the rig in question is a small reg cab 2wd i suggest the ind 3.3 cummins..4bt should be for ext cab and bigger 4x4,s imo.
back to the 6.5..i am overall very happy with it. pleasantly surprised to say the least and will be running a turbo version i am sure before too long.
now, before anybody says anything about fuel costs...you better be able to do basic math first..and figure it for 35 k miles a year min. i still comeout ahead even with prices the way they been the last 3 years...
then figure in the mix i run puts my fuel costs below reg unleaded and its a winnie win win..
the sum bitch is about the same cost as the escort to drive fuel wise...with in 800-1000 bux on 35k miles. not bad for a 5800 plus pound 4x4 that does what i want over a car that gets stuck on flat roads in the winter when i am trying to get to work. of course its a work in progress and is just hacked up still as there are alot of other plans for the rig to get it to where i need it for well service.
i busted two chevy 4x4 rotted michigan ext housing, fawked up one t case and front drive shaft as well, but those were due to the 42's more then anything else. i dont run those really and have clearance issues with the big tires due to not wanting to buy a new radiator, on the road its prety much 305's/35's.
the gt 40 spec 302 that this 6.5 replaced is missed for sure when it was in its top form, especially on the freeway.... but when its time to stop for fuel its different.... instead of needing gas everyday i can go a week. thats something i can live with.
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