PATS Removal and other 302 swap questions.

[JoshT]

Ok I so I see all the articles on, write ups, and threads about swaping the explorer 302 into later model trucks. While they do provide a bit of good information my questions are still unanswered. I may be able to get my hands on a running wrecked 99 Explorer here soon, and am considering it as a possible swap into my First gen that I'll be starting to build. It will definantly be staying Fuel Injection. I think I Want to keep the OBDII system rather than swap back to an older Mustang system

Question 1) Can the PATS system be removed? I've seen about swapping the parts out for the later model trucks, but that's not really an option in my first gen. If it is doable any instructions out there as to how to do it?

Question 2) Will the Explorer motor mounts work in a first gen Ranger? If they do GREAT! If they don't I have a set of L&L Products mounts sitting in the storage building at my parents house.

Question 3) What would happen if I were to use the Explorer ECU which is set up for automatic, with a manual transmission? This may be the wrench in the works. Did 5.0 Explorers come with a manual trans? If not I may have no choice but to go back to the Mustang EFI and ECU.

Question 4) If I have to go with Mustang EFI, how much of the explorer parts could I retain, in relation to the fuel system? Fuel rails, FPR, Injectors, etc.

Thanks in advance and if I am unclear as to what I am asking let me know. I'm sick this week and the medication I'm on I don't make sense to my self half the time. So I'll try to reexplain and clarify what I'm asking. These questions will help me to determine if the truck is worth what the guy is asking for it.

 

[Teddyzee]

1) The PATS controls can be removed by retuning the ECU.

2) The Ex mounts will not work for you. Mustang mount work fine, or your swap mounts you mention.

3) All Explorer 5.0s were automatic. It will work fine, but will show a Check Engine Light,(if you wire that up) as the trans was controlled by the ECU. This can likely be removed during the removal of the PATS system.

4) If you use the Mustang harness(es) and ECU, you can use all the Ex parts, but the '99 you mention has a returnless fuel system. The Mustang fuel rails have return line (you'll use these fuel rails) which have the regulator attached. You can use the Explorer injectors.

 

[JoshT]

Cool, thanks for the quick reply. If the PATS and auto transmission can be disabled through programming the ECU then the Ex sounds like the way to go.

4) If you use the Mustang harness(es) and ECU, you can use all the Ex parts, but the '99 you mention has a returnless fuel system. The Mustang fuel rails have return line (you'll use these fuel rails) which have the regulator attached. You can use the Explorer injectors.

That sounds like a plus on the Explorer side, only having to run one fuel line rather than two.

The biggest reason for going with the Explorer is it's the cheapest way to get a complete setup, and it has the shortest accessory package IIRC. It has 200K+ on the odometer, so I know I will be going into the engine. Truth be told, I'd like to build it into a 331 stroker and use aftermarket top end, but that will probably have to wait until after I have it up and running and any bugs worked out of the EFI system. I would like to skip using the "P" heads though so I can use standard headers. If I don't use the GT-40p heads and intake I may be able to sell the to a local mustang owner and cover the price of the Ex.

 

[JoshT]

The guy should be back in town so I'm going to try contacting him about looking at it tomorrow. If it's as he describes I'll probably be getting it. What it'll be going into though may end up being a whole other issue though.

While I would like the V8 first gen it may end up replacing the 4.0 in my 99 4x4. I'm about tired of "fixing" that engine only to have the same problems come back.

(Rant On)In the course of my owning the truck I have replaced both original (cracked) heads with "improved" aftermarket castings, found due to misfiring. Replaced all top end gaskets... twice. Replaced all plugs and wires three times in less than 60K miles. Replaced both O2 sensors twice. All of these due to various CELs and DTC, and were what the Ford technician running the diagnostics found wrong. Well except the heads, they actually said head gaskets, while the heads were off I had them checked and both were cracked. I've only owned the truck for 70K miles and it has 164K in the clock now. Well for I've had a cylinder 6 misfire code on the truck for a little while now. I took the truck in 4-6 months ago and had them run their diagnostics on it, the insulator around the electrode on that plug was cracked. Replaced the plug and the light went out for a week maybe two, then came back. First thing I did was check the plug again, it was fine. So I've been scratching my head over that one. Well turns out my mom's Taurus was having a similar problem caused by the coil pack, even though it never registered as bad on the diagnostic tests that had been done on the car. So I figured it's worth a shot. Replaced the coil pack, and guess what the same code is back again. Getting tired of this same ole s***. If I could get a decent technicial who could actually tell me what was really wrong with the truck it'd be great. (Rant Off)

So if I finally get fed-up with that 4.0 I may just find myself with a 99 Ranger 4x4 with V8. Only issue would be sourcing the transmission and axles with the right gear ratios. Those should be easy enough to find at a local junkyard, only problem with Explorers there is finding an intact engine. I know that with the right engine and transmission this would be a plug and play swap, but is one I'd rather avoid if I can.

Sorry about the rant above but I typed it and I ain't gonna delete it now.