How Difficult is the 351W Swap?

[XLTbeater]

Like the title says; how much more difficult is the 351W/5.8L swap than the 302/5.0L? I would most definitely keep it EFI and backed by a T-5. I will probably have to get a driveshaft cut to fit? In any event, I have a 5.0L lying around, but I can also trade it for a F4TE 351W and pay the difference. I am just checking my options, as I will likely stick with the 5.0L that I got. Thank you for any input you can give.

 

[Explorin94]

The search button will work wonders for you.

 

[projectnitemare]

Biggest issue is the exhaust. The rest isn't much harder than a 302 swap which has been done plenty of times. The 2wd part makes your swap a lot less difficult.

Matt

 

[XLTbeater]

It does help. So does weeding through 144 pages of V8 conversions as well (only got through 34 of 144). The sticky on top is pretty helpful as well. Though I see that I would have to cut and do some fab work to a Mustang oil pan. Most threads that I have viewed don't mention the driveshaft for either swap. I imagine both the 5.0L and 5.8L are a little longer than the V6's. So I would think that it would have to be shortened, unless the motor mount kits place the engine in the same spot relative to where a (4.0L) V6 is placed. It's little details like that I would like to know about. I wanted to see if anybody else had any other input rather than just saying "hit the search button".



XLTbeater

 

[XLTbeater]

Biggest issue is the exhaust. The rest isn't much harder than a 302 swap which has been done plenty of times. The 2wd part makes your swap a lot less difficult.

Matt

I noticed that there are few options with headers for the 5.0L, but even less with the 351W. That's not too much of a problem for me as I can always "make" something fit. If everything else is similar in nature, then I guess it shouldn't be hard to figure out.

This will be my daily driver/commuter that might possibly see a little track time. I like the 351W in my CV and it has decent mpg given the cam and the weight of the car. I figured that even a mild build in a Ranger would have the same if not better results; especially in the MPG department. In the end, I will probably end up sticking with the 5.0L anyways. I can see the 351W idea spiraling out of control; which usually ends up happening with me


XLTbeater

 

[85_Ranger4x4]

It does help. So does weeding through 144 pages of V8 conversions as well (only got through 34 of 144). The sticky on top is pretty helpful as well. Though I see that I would have to cut and do some fab work to a Mustang oil pan. Most threads that I have viewed don't mention the driveshaft for either swap. I imagine both the 5.0L and 5.8L are a little longer than the V6's. So I would think that it would have to be shortened, unless the motor mount kits place the engine in the same spot relative to where a (4.0L) V6 is placed. It's little details like that I would like to know about. I wanted to see if anybody else had any other input rather than just saying "hit the search button".

Actually I think a 351W oil pan for a police interceptor is supposed to be the equivelant to the dual sump 5.0 Mustang pan. If I ever pull my engine I am going to try a front sump, it seems ever where it is tight is with the rear sump on my dual sump oil pan... but that kind of thing seems to vary from swap to swap, for some reason my engine is set farther ahead than most.

The driveshaft will vary depending on engine placement, transmission choice and dumb luck. You are going to have to get everything in place and see where you are at.

 

[dangerranger83]

If you go front sump on your pan then the engine wont fit hince going to a dual sump pan and how guys that put 350's under thier hood can do that due to them being rear sump.

 

[XLTbeater]

Hmmmm.........makes me want to pull the 4.0L and the 5.8L and stick it into the Ranger to see how it fits. I have a Canton 7qt Mustang swap pan on it. It might work; though my mom might not like me taking her car out of action for that period of time.

As for the exhaust, I have the 351W swap headers for that as well. I just wonder how that'll fit in there, unless that has been done already to some (not?) success. I like the idea of the Patriot Tri-Ys on the 5.0L. I had a set of Tri-Ys on my old sbc (I know, but I was young) and I loved them. I guess with this, if there is a will, there is a way.


XLTbeater

 

[Teddyzee]

There are plenty of new dual sump pans available for a 351.

I used the stock driveshaft (5.0, T5)- you can place the engine where ever you like.

 

[Jfive]

changing the 302 for the f4te is a no brainer. GIves you room to grow. Also you can run something like megasquirt instead of a factory computer for tunning and get your mileage up.

 

[85_Ranger4x4]

If you go front sump on your pan then the engine wont fit hince going to a dual sump pan and how guys that put 350's under thier hood can do that due to them being rear sump.

Really?

If only I had a V8 in my truck and a front sump pan on the wall to compare...

 

[dangerranger83]

Heres a link to a guy that did it to he 2wd, used a C5 trans.

http://www.therangerstation.com/forums/showthread.php?t=115276

He had problems with the front sump pan, couldnt get the engine to fit so he had to get the dual sump pan.

 

[projectnitemare]

A dual sump is the way to go, you will be able to get better engine position without caving the oil pan in. A new pan kit isn't all that expensive either. The only real question comes down to are you able to make headers if need be? The other option is to search the boneyard for assorted manifolds, usually 70s cars will have something that will work but you aren't going to be making lots of power with them. If you want to make power and can't make the parts the 302 is the way to go because you can buy everything you need. The hardest part is building this into something usable. If you are going to DD it stay pretty mild. I'll be honest i love the violence and awesome power from the stroker I have; but it's a radical race spec engine. I doesn't idle well, can't use vaccum accessories, requires a 4000 stall speed....you get the point. If you are going to make it a driver keep that in mind.

Matt

 

[XLTbeater]

Headers are my future project for the Crown Vic. Right now I have Mustang shorty swap headers and they put the H-pipe too close to the ground; like it was with the 5.0L with the same setup. So it has me wanting to build a set of longtubes so I can tuck the exhaust up a little. I know the Ranger is going to be a lot more difficult because of the lack of space, but I may try if I am successful.

That was the intent or the goal in my mind is to make this a DD. I am not looking to make huge power, just enough to get out of it's own way and get decent MPG's. That's why I would like to install a 5-speed; plus the fun factor of driving a V8 with a stick. I participated in a LS1 swap into a S-10 and that was a fun little truck. It got awesome highway mileage with a 6-speed. I figured that I could do the same with a mildly built 351W since it's going into a light vehicle. I will most likely use the 5.0L I got sitting in the garage and build it up a little.


XLTbeater