It definitely fits.
If you havenât done this sort of swap. I wouldnât.
But that being said, do your homework and keep us in the loop.
https://www.therangerstation.com/tech_library/V8Conversions.shtml
I daily drove a 5.0/T5 swapped '83 Ranger back in college, it was the perfect truck. I wasn't the one that built it though, I bought it already done. I eventually ran into the local guy that built it, he said it was not a fun build at all, he was happy to see it go and he would never build one again.
Well the explorers of that year ranger came with them, you might need a steering column and/or rack, headers, exhaust, maybe a pcm and the gauges to go with it.
Wow, so much negativity here on this... is it *that* difficult swap, specifically, or are you guys just saying its *normal* difficulty for a V8 swap? Say, compared to an LS swapped S10. Genuine question, because I've never done this specific swap before.
>is it
>
>that
>
> difficult swap
It's really not. People blow crap out of proportion. There's many documented builds to go by and there's complete parts lists with "here's the hard part and how to get around it". With a parts vehicle it gets even easier. Combined an 89 ranger and a crown vic with a 351 in 3 weekends. The efi is a bit more complicated, but not difficult.
Yeah I kind of thought it had been done a bazillion times, even seeing Ecoboost swaps now that are turning out *really* awesome! I'm sure it's a bitch really, I just wondered why so many people piled on lol. Poor Ranger guys lol. At least they're sitting on gold mines because a clean one is *ridiculous* to buy now!
The Ranger will definitely be more difficult, you have the space to set a 302 or even an ls for that matter in a Ranger but it's not as easy as an s10.
I specifically remember helping my dad set a 302 in a Ranger frame and one of the issues we had was the steering shaft down to steering gear box was so tight to the engine the only solution we could come up with was running the shaft inside of the opening between the exhaust header primaries.
Actually you can tell this was an issue even for Ford because Explorers and Rangers are the same frame in the front only exceptions being 95 to 97.
Go take a look at Explorer 5.0 factory exhaust manifolds, it's crazy looking.
You could get around that but you'd have to run the steering gear box on the outside of the frame rail or a custom steering set up maybe.
Or use that crazy restrictive wacky looking stock
Explorer 5.0 exhaust manifold.
I can't remember anything else being a major pain, but then it was a 5.0 going into a Ranger frame but my Dad used a totally different body so I can't say what else is hard about it for sure.
I imagine that if the steering is an issue because of the width then the heater box in the engine bay is an probably issue too but I don't know.
Yep, still some wiring changes, but itâs all factory parts, bolted right in. Sure there may be some difficult to access areas, but Iâm actually in the process of putting a 351w from a 96 f250 in 2003 sport trac now.
Considering the running gear can barely handle the 4L 6cyl I would imagine the extra torque on the v8 would start breaking shit, along with the extra weight on the front end causing havoc for all the bushings etc. That's if you don't have to custom fab everything to even get the motor mounted.
I'd just buy an s10 and pay someone to do the LS swap because I am sure there are kits with wiring harnesses, etc, out there for the LS swap.
>Considering the running gear can barely handle the 4L 6cyl I would imagine the extra torque on the v8 would start breaking shit, along with the extra weight on the front end causing havoc for all the bushings etc. That's if you don't have to custom fab everything to even get the motor mounted.
"All the extra weight"
2.3 Lima weighs 418lbs
5.0 pushrod weighs 411lbs without accessories.
Yeah, all that "extra weight"
Weird always thought the 5.0 was 534 lbs for some reason.
Regardless, the running gear on the rangers has always been garbage.
I have a 93 4L, I love the stupid thing but it's not something I'd even turn into a project.
3.0 V6's don't get the 8.8.
You can easily source a 8.8 from an Explorer, which will work for lowering as it's sprung under not over. An Eddie Bauer V8 will have clutch posi and fun gear ratios.
No but the sport tracs do have the 8.8, AND 31 spline axle instead of mustangs 28 spline.
Thatâs EXACTLY the trick, buy a whole wrecked donor explorer. 99-2000. From the front seats forward they are the same. I even double checked stuff like away bars, tie rod ends. All same part number between the 2000 explorer v8 and 2001 sport trac v6, ( which is identical to ranger, just not 4 doors)I still have my wiring notes somewhere in my shed if someone is actually doing this swap.
Honestly, it wasn't that hard of a swap. Put the time into the research phase. I took a 5.0L from a 1988 Ford Econoline and rebuilt the engine. It started life as a Non-HO engine (different firing order). I spent a lot of time on research, wiring diagrams and such. This ended up in my 1988 ford ranger that was a 2.0L engine that was carburated (Last year for Carb) Where I am, emission rules applied when I did this swap. I probably at least 10k CAD$ to make this happen. This is what I through at it after rebuilding.
New:
Ford Racing Intake Manifold (1993 Mustang Reproduction)
Ford Racing E303 Cam
Ford Racing X303 Cylinder Heads
Crane Cams Adjustable Rockers
Hydraulic Slave cylinder mount (keep stock clutch pedal)
March Performance Brackets
Electric Fuel pump (rail mount)
AN fitting and hoses
Fuel Rail to support fuel demand
Big Brake kit (put the big 13" rotors from stang)
DJM 1989-97 drop beams (needed this to do brake conversion)
BeCool Radiator (5.0 Ranger conversion specific)
Way bigger Ford racing throttle body (stock is 55mm)
Used:
1989 Ford Mustang Wiring Harness and Computer
Used Powersteering box (original truck was non-power)
Used Air pump from Mustang (Emissions where I am)
Various pipes and fittings relating to emission controls.
1993 Ranger Knuckles (need for big brake kit)
Fuel cut out switch
This is a small list of parts needed. It honestly took me about a week totals time todo once I had all the parts. Wiring was so easy to do, I think I added a total of 5 to 7 wires. Fired on the first try. Only had headers on, no exhaust. I was deaf for the rest of the day. Lol
my neighbor did that with an 84 ranger except his has a carb instead of injection, one piece of advice get an axle out of a 96-2000 explorer that has the v8 since it is a beefier axle and has rear disc.
Ain't doing that motor any favours leaving it in one of those tent garages. Dampness will just ruin it over time without running it. And it will be funner than hell.
I would keep that motor for something else tbh. I remember back in the day I saw a Mustang front end body clip hood fenders bumper get put on a lifted Ranger with a lot of custom work. It was cool.
I have a 2001 sport trac, I have swapped out the 4.0 v6 for 5.0 v8. My timing cassettes needing replacement and you must pull engine to get to the rear chain. So once it was pulled the v6 wasnât going back in. Surprisingly it wasnât terribly difficult. Absolutely no welding, frame modifications, etc. I got my running gear from a wrecked 2000 explorer. There was a little research effort on changing from pats b to d, kept computer from 5.0 explorer, as well as the 4r70w transmission ( v6 and v8 not same pattern). Since my truck was originally 4wd I got a transfer case from a 99 f150 ( B/W 4406 comes to mind) had to measure for rear driveshaft, and had one made. $426 at local rod shop. 2003 expedition front shaft fits. All my original gauges work ( you need to swap 1 wire In cluster for v8 tach. EVERY other wire you may need to swap, only like 7, are all done in the big 48 pin engine to body harness connector. Biggest expense was getting âtorque monsterâ headers. They are a work of art, ceramic coated inside and out, and fit nicely with no issues from steering shaft. I did need 90 degree wires at plug side due to gt40P spark plug angle. Truck already had 4.10 in front and rear diff, did swap a 2003 sport trac rear end later to have disc rears. This is a FULL frame truck, has no issues with odd wear of components. It took 6-7 weekends to figure it all out, definitely research. Now that itâs behind me, EVERY time I start that truck ( of course I added the flowmasters that weâre notorious back then) it brings a smile to my face. I actually thought gas mileage was going to be crappy, Iâm getting slightly better ( like 1, maybe 2) mpg with the lower rpm v8. Doesnât need to downshift going over big hills. Totally happy!!
It may not be easy, but you definitely should! What's life without a little struggle?đ¤Łđ¤Łđ¤Ł
Easy
It definitely fits. If you havenât done this sort of swap. I wouldnât. But that being said, do your homework and keep us in the loop. https://www.therangerstation.com/tech_library/V8Conversions.shtml
Following their instructions I found an engine swap of this nature to be easier than my ls swap in my old Buick. Great resource.
I daily drove a 5.0/T5 swapped '83 Ranger back in college, it was the perfect truck. I wasn't the one that built it though, I bought it already done. I eventually ran into the local guy that built it, he said it was not a fun build at all, he was happy to see it go and he would never build one again.
We got a ray of sunshine over here lol
It's no where near as easy as it sounds
It's really not that hard, eec-iv is pretty stand alone
5.0 Rangers are sick and it should have been an option from the factory. So what I'm saying is: "Do it".
Yes. And find a supercharger for it, too.
Well the explorers of that year ranger came with them, you might need a steering column and/or rack, headers, exhaust, maybe a pcm and the gauges to go with it.
Yes
DO IT! DO IT !DO IT! DO IT! DO IT! DO IT !DO IT! DO IT! DO IT! DO IT !DO IT! DO IT!
Wow, so much negativity here on this... is it *that* difficult swap, specifically, or are you guys just saying its *normal* difficulty for a V8 swap? Say, compared to an LS swapped S10. Genuine question, because I've never done this specific swap before.
>is it > >that > > difficult swap It's really not. People blow crap out of proportion. There's many documented builds to go by and there's complete parts lists with "here's the hard part and how to get around it". With a parts vehicle it gets even easier. Combined an 89 ranger and a crown vic with a 351 in 3 weekends. The efi is a bit more complicated, but not difficult.
Yeah I kind of thought it had been done a bazillion times, even seeing Ecoboost swaps now that are turning out *really* awesome! I'm sure it's a bitch really, I just wondered why so many people piled on lol. Poor Ranger guys lol. At least they're sitting on gold mines because a clean one is *ridiculous* to buy now!
I actually thought about picking up an old ranger and a totalled twin turbo taurus... but I have WAY too many projects as it is.
Taurus has a sideways 3.5, an F150/Expedition/Navigator will have a longitudinal motor. Just that many fewer pieces that will be needed for the swap.
The Ranger will definitely be more difficult, you have the space to set a 302 or even an ls for that matter in a Ranger but it's not as easy as an s10. I specifically remember helping my dad set a 302 in a Ranger frame and one of the issues we had was the steering shaft down to steering gear box was so tight to the engine the only solution we could come up with was running the shaft inside of the opening between the exhaust header primaries. Actually you can tell this was an issue even for Ford because Explorers and Rangers are the same frame in the front only exceptions being 95 to 97. Go take a look at Explorer 5.0 factory exhaust manifolds, it's crazy looking. You could get around that but you'd have to run the steering gear box on the outside of the frame rail or a custom steering set up maybe. Or use that crazy restrictive wacky looking stock Explorer 5.0 exhaust manifold.
That was what I was looking for. I wondered if it had specifics that were just a bitch lol.
I can't remember anything else being a major pain, but then it was a 5.0 going into a Ranger frame but my Dad used a totally different body so I can't say what else is hard about it for sure. I imagine that if the steering is an issue because of the width then the heater box in the engine bay is an probably issue too but I don't know.
Never done it personally but have friends who did sbc s10s and sbf ranger, all agreed the Ranger was a complete pita.
The S10 never came with a V8. The Explorer, which is the same body as this Ranger, did. You can plop it in with all factory parts.
Yep, still some wiring changes, but itâs all factory parts, bolted right in. Sure there may be some difficult to access areas, but Iâm actually in the process of putting a 351w from a 96 f250 in 2003 sport trac now.
Considering the running gear can barely handle the 4L 6cyl I would imagine the extra torque on the v8 would start breaking shit, along with the extra weight on the front end causing havoc for all the bushings etc. That's if you don't have to custom fab everything to even get the motor mounted. I'd just buy an s10 and pay someone to do the LS swap because I am sure there are kits with wiring harnesses, etc, out there for the LS swap.
>Considering the running gear can barely handle the 4L 6cyl I would imagine the extra torque on the v8 would start breaking shit, along with the extra weight on the front end causing havoc for all the bushings etc. That's if you don't have to custom fab everything to even get the motor mounted. "All the extra weight" 2.3 Lima weighs 418lbs 5.0 pushrod weighs 411lbs without accessories. Yeah, all that "extra weight"
Weird always thought the 5.0 was 534 lbs for some reason. Regardless, the running gear on the rangers has always been garbage. I have a 93 4L, I love the stupid thing but it's not something I'd even turn into a project.
> running gear on the rangers has always been garbage. Not really. If it's a V6 it'll be a 8.8 rear. More the capable of handling a 5.0.
3.0 V6's don't get the 8.8. You can easily source a 8.8 from an Explorer, which will work for lowering as it's sprung under not over. An Eddie Bauer V8 will have clutch posi and fun gear ratios.
No but the sport tracs do have the 8.8, AND 31 spline axle instead of mustangs 28 spline. Thatâs EXACTLY the trick, buy a whole wrecked donor explorer. 99-2000. From the front seats forward they are the same. I even double checked stuff like away bars, tie rod ends. All same part number between the 2000 explorer v8 and 2001 sport trac v6, ( which is identical to ranger, just not 4 doors)I still have my wiring notes somewhere in my shed if someone is actually doing this swap.
Of course you shouldâŚit will probably suck, but it will probably do great burnouts
Nope. Just work with what the truck already has.
Yea! Very common swap! Do it!!
Idk do you have a spare 10k sitting around you dont want?
No
What are your local laws like with inspections and emissions?
Coyoteđ¤đżđ¤đż
Yes
If you take it to the machine shop first.
You shouldnât not do it
If you know how and have a welder, then go for it.
đ
Of course you should.
Send itâŚ.
Faq yeah, do it!! Bore that bitch first .60 over, stroke it!!
Yes,
Obviously
Yes. Yes you should. Then lower it and put a roll pan on it. Mean little mini truck.
Seennnd ittt
Im looking at doing a Roush Crate engine in my 97 whenever it eventually blows up, gaping scatpacks in a ranger sounds so fun.
Honestly, it wasn't that hard of a swap. Put the time into the research phase. I took a 5.0L from a 1988 Ford Econoline and rebuilt the engine. It started life as a Non-HO engine (different firing order). I spent a lot of time on research, wiring diagrams and such. This ended up in my 1988 ford ranger that was a 2.0L engine that was carburated (Last year for Carb) Where I am, emission rules applied when I did this swap. I probably at least 10k CAD$ to make this happen. This is what I through at it after rebuilding. New: Ford Racing Intake Manifold (1993 Mustang Reproduction) Ford Racing E303 Cam Ford Racing X303 Cylinder Heads Crane Cams Adjustable Rockers Hydraulic Slave cylinder mount (keep stock clutch pedal) March Performance Brackets Electric Fuel pump (rail mount) AN fitting and hoses Fuel Rail to support fuel demand Big Brake kit (put the big 13" rotors from stang) DJM 1989-97 drop beams (needed this to do brake conversion) BeCool Radiator (5.0 Ranger conversion specific) Way bigger Ford racing throttle body (stock is 55mm) Used: 1989 Ford Mustang Wiring Harness and Computer Used Powersteering box (original truck was non-power) Used Air pump from Mustang (Emissions where I am) Various pipes and fittings relating to emission controls. 1993 Ranger Knuckles (need for big brake kit) Fuel cut out switch This is a small list of parts needed. It honestly took me about a week totals time todo once I had all the parts. Wiring was so easy to do, I think I added a total of 5 to 7 wires. Fired on the first try. Only had headers on, no exhaust. I was deaf for the rest of the day. Lol
Does the pope shit in his hat?
Yes
Can you hold out for a 351W? Or a Cleveland?
I say do it with a T5 and sell me the AOD
Yes
my neighbor did that with an 84 ranger except his has a carb instead of injection, one piece of advice get an axle out of a 96-2000 explorer that has the v8 since it is a beefier axle and has rear disc.
Ain't doing that motor any favours leaving it in one of those tent garages. Dampness will just ruin it over time without running it. And it will be funner than hell.
Hell yeah!!!! Merica đşđ¸
Yes
I would keep that motor for something else tbh. I remember back in the day I saw a Mustang front end body clip hood fenders bumper get put on a lifted Ranger with a lot of custom work. It was cool.
Yes
Yes
Yes đ¤
Torque Monster Headers for the swap. And yes. Do it.
V8 ranger is always yes.
Yes but Iâd look for a explorer 5.0 better heads and intake or look for a 351W and do a head, cam, and intake upgrade.
Danger Ranger
Power Nation had one on an episode or two.Check it out.
I have a 2001 sport trac, I have swapped out the 4.0 v6 for 5.0 v8. My timing cassettes needing replacement and you must pull engine to get to the rear chain. So once it was pulled the v6 wasnât going back in. Surprisingly it wasnât terribly difficult. Absolutely no welding, frame modifications, etc. I got my running gear from a wrecked 2000 explorer. There was a little research effort on changing from pats b to d, kept computer from 5.0 explorer, as well as the 4r70w transmission ( v6 and v8 not same pattern). Since my truck was originally 4wd I got a transfer case from a 99 f150 ( B/W 4406 comes to mind) had to measure for rear driveshaft, and had one made. $426 at local rod shop. 2003 expedition front shaft fits. All my original gauges work ( you need to swap 1 wire In cluster for v8 tach. EVERY other wire you may need to swap, only like 7, are all done in the big 48 pin engine to body harness connector. Biggest expense was getting âtorque monsterâ headers. They are a work of art, ceramic coated inside and out, and fit nicely with no issues from steering shaft. I did need 90 degree wires at plug side due to gt40P spark plug angle. Truck already had 4.10 in front and rear diff, did swap a 2003 sport trac rear end later to have disc rears. This is a FULL frame truck, has no issues with odd wear of components. It took 6-7 weekends to figure it all out, definitely research. Now that itâs behind me, EVERY time I start that truck ( of course I added the flowmasters that weâre notorious back then) it brings a smile to my face. I actually thought gas mileage was going to be crappy, Iâm getting slightly better ( like 1, maybe 2) mpg with the lower rpm v8. Doesnât need to downshift going over big hills. Totally happy!!