Selecting Ranger for v8 swap and selecting donor vehicle

[JoshT]

98-11 largest engine bay. I don't think it's so much a matter of it being physically larger, as it was just being laid out such that it has more room to work with. Core support and firewall are in the same locations, and the frame rails and cabs are essentially are the same widths. Things like the airboxes and frame crossmembers changes shapes/locations.

The 98-11 is practically the same as 96-01 Explorer that came with the 5.0L V8, that's why the swap goes so well in those. Explorer changed again getting more roon in 2002 (when it got the 4.6L), but the Ranger remained the same through 2011.

You do realize that the truck and/or axle needs modification to install an Explorer axle into any Ranger right? In addition the widths are different and the Explorer axle is wider than all of them. I'm not going into all of it here, its is all covered in detail in past threads and in the tech library. Being very basic the leaf spring perches are the same width on the Explorer and Rangers, so the Explorer axle will "fit" any Ranger with the right modifications.

That said, a Dana 80 (F-350) or a Chevy 14 bolt axle will "fit" too with the right modifications. Not a many more modifications either (realtively speaking), but they'll be way too wide unless you're going for a full width SAS.

 

[SlugStang8997]

98-11 largest engine bay. I don't think it's so much a matter of it being physically larger, as it was just being laid out such that it has more room to work with. Core support and firewall are in the same locations, and the frame rails and cabs are essentially are the same widths. Things like the airboxes and frame crossmembers changes shapes/locations.

The 98-11 is practically the same as 96-01 Explorer that came with the 5.0L V8, that's why the swap goes so well in those. Explorer changed again getting more roon in 2002 (when it got the 4.6L), but the Ranger remained the same through 2011.

You do realize that the truck and/or axle needs modification to install an Explorer axle into any Ranger right? In addition the widths are different and the Explorer axle is wider than all of them. I'm not going into all of it here, its is all covered in detail in past threads and in the tech library. Being very basic the leaf spring perches are the same width on the Explorer and Rangers, so the Explorer axle will "fit" any Ranger with the right modifications.

That said, a Dana 80 (F-350) or a Chevy 14 bolt axle will "fit" too with the right modifications. Not a many more modifications either (realtively speaking), but they'll be way too wide unless you're going for a full width SAS.

Thank you for your awesome reply
Your the man @JoshT

 

[bobbywalter]

I think you misunderstood what I was saying there. The comment was solely in regards to the line that it referenced, with no previous posts taken into consideration. I could care less about talking shit or being competitive. Just want to build and drive what I like. Doesn't matter to me how much HP or TQ it has as long as I enjoy driving it.

That's one of the things that annoys me about when discussing building and tuning. First comment is usually "how much do you want? You've got to have a target in mind to build." How should I know? I'd have to drive it at that HP to know, and if I already had it at that level I wouldn't be trying to build it. That's followed by "you've got to have 500 hp, less isn't worth touching." Really? Why? It only made "98 hp" from the factory, and doubling that would make it more than fun enough for me. Granted I pulled those number out of my backside, but seen similar discussions often enough.

Kind of like the engine tuner I was recently talking to. I was mentioning buying injectors before starting tuning for the mildly build 5.0L in my Ranger. I was thinking rebuilt, tested, and flow matched stock units for <$150 that would flow 30lb/hr. He insists on running new and a $450 set that flows about 100lb/hr injectors. His words were "its absolutely useless to run anything less than siemens deka 80s. They have better atomization, linearity and flow control than any other injector in its price range." I question many of the things he's said about setup and tuning. He's probably right about the size not really being an issue, but I'm not comfortable with it. I will take the suggestion of going new over reman. Running the numbers I'd be perfectly served by a set of Ford Racing 24lb injectors for around $200, and almost zero chance I'd ever exceed what they can support especially with a stock 5.0 block. (FYI, at my fuel system pressure the 80lb Siemens flow ~100 lbs, and 24lb Ford Racing injectors flow ~30 lbs.) Since I've still got to get a smoke machine (for chasing vacuum and exhaust leaks), wideband, and pay for tuning, that price difference would be better spent elsewhere.

I'm sure that tuner was great at what he does, he is highly recommended in circles, but his "bedside manner" is driving me off. Fortunately I've been in contact with another tuner with excellent reviews that I'm probably going to use instead, and he's about half the price too.

its not simply about ultimate power..... it is drivability and tunability.

i would see ya with 25 to 50 being fine for sure.

but he is right about the deka 80. real flow matched siemans units not chineesium. they just work better then my old 24 pound units.


i lived through that waaaaaaaay back then. and often we fought idle issues even with mild cams because injector resolution is not as good down low.

sub 350 hp even would get idle issues. we just lived with it.


but if you went back and gave a guy a set back in 93..... he would hug kiss and fawk ya to death.

also depends on what operating system your working with.