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98 ranger v8 swap
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 Posted: Mon Jan 22nd, 2018 04:26 am
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Mr.x
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Good evening people of the internet, today I have question about a possible swap on my 1998 Ford ranger. To be more specific it's a 1998 Ford ranger XLT stock with a 2.5l engine rwd 5speed manual and coil suspension. I have a donor engine witch is from a 2002 Ford explorer Eddie Bauer rwd with a 4.6L v8 engine 5speed automatic . Is this swap possible. Or if there any other v8 engine that would be easier to swap.any help will be greatly appreciated. :frd

Last edited on Mon Jan 22nd, 2018 04:27 am by Mr.x

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 Posted: Mon Jan 22nd, 2018 04:40 am
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The 4.6 is a huge engine that doesnt make good power.  The 5.0 is a much more common swap.  If you do some searching on Google you'll find a million articles on how.  



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 Posted: Mon Jan 22nd, 2018 11:25 am
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JAMMAN

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People have done 4.6 swaps but it requires extreme inner fender and other mods. It can be done but it is a BIG project and should only be done if you have a good lift or a BUNCH of buddies to move the cab and the bed around. And a pile of money.

Dustin you can get substantial HP out of the 4.6 it's a great motor it just don't fit nicely in a ranger.



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 Posted: Mon Jan 22nd, 2018 01:12 pm
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Mr.X,
I know there is a natural instinct to go for the newest engine design, keeping up with technology an all, maybe even better gas milage, but in this case, as said above, it isn't the easiest fit !
In fact you may need to design new motor mounts, Explorer's might fit, in the header department... not even sure there is a set of headers that will work with 4.6L, another design nightmare, and then the newer transmissions, electronics, and so on and so on !

The 5.0L, is like... the Ranger was designed with that engine in the minds of the engineers, the engine is the perfect size, there are Headers for the swap, Monster Header, and all of the transmissions for the 5.0L can be run without a computer. There are a number of aftermarket engine harnesses to chose from, the best one used to be from Ford, three wire hook up !

A 5.0L will produce as much power as you want, build it for high rpms and it will scream, they do 9 second ETs in Stangs, and then there is the lower rpm approach, build it to run around 3000 rpms all day long.
How much HP are you thinking... have you thought about Torque... torque is the thing that gets you moving, the actual power of the engine, so think about it and compare the two engines.

The main thing to think on are, how easy will it fit, how easy will the wire hook up be, what headers, what trans, will there be enough room for the radiator, and other small things that may pop up. The 5.0L has a problem with the heater housing, what will the 4.6L has interference with the same heater housing; sometimes it is far better to stick to something that works !

AND... when I put a '93 5.0L, in my '88 Short Bed, Std Cab Ranger STX, it was a whole new feel to the truck, and I got better mpg from the 5.0L than I got from the 2.9L that came out.

Read some of the postings on the 5.0L and the 4.6L installs, not only on this site , if there are any, but on other Ranger sites that have been around for a while and I believe you will find the best route to be the 5.0L.

Wondering about the weight, I don't know what the 4.6L weighs in at !

Good Luck with this project, read, look, and read some more, until you know what parts each swap will need, what you will be getting yourself into !



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Backrack mod'd to fit Steppie, Front and Rear Bumpers by Custom 4x4 Fabrication, OK.
Working on more Mods, just need more time, longer days would work !
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 Posted: Mon Jan 22nd, 2018 02:36 pm
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Having been around they modular world for as long as I have I know what it takes to make power with a mod motor.  The heads, even the best after market versions are trash.  A sbf with make substantially more power per dollar, and per cubic inch.  300hp na out of a 4.6 is a big deal with 2v heads  300hp na out of a 302 is  easy with just heads and a cam.  



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 Posted: Mon Jan 22nd, 2018 06:21 pm
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I've really want to see a Coyote motor in a ranger... any idea on its dimentions vs the 302 or 4.6l?

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 Posted: Mon Jan 22nd, 2018 06:26 pm
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Ask and ye shall receive

Attachment: hrdp-1306-02+ford-coyote-engine-swap-guide+how-the-coyote-measures-up-graph.jpg (Downloaded 79 times)



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2001 Ford Lightning - Built Motor - Built Trans - 2.9 Whipple - E85 - Custom Interior - 537/632 - 11.40 @ 119.6(old setup)
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 Posted: Tue Jan 23rd, 2018 12:10 am
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I don't know where they measured to get the "Classic Ford V8" numbers. 

For comparison, these are the 
width dimensions listed in the Ford Racing Performance Parts catalog:

Pushrod:
  • 302: 18 3/4"
  • 351W: 21"
  • 460: 26"

OHC:

  • 4.6L SOHC: 25 5/8"
  • 4.6L DOHC: 30"
  • 5.0L Coyote: 28"
I measured my Explorer 302 and it is just under 19" across the valve covers. Based on that, I'd place more trust in the Ford Racing numbers.



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2003 FX4 Level II, Supercharged 5.0L V8, Headers, Duals, BW4406 manual T/C
Aussie Locker, Torsen L/S, 4.10's, Bilstein 7100 rezzies, Cadillac/Mustang rear discs, Duff traction bars
Keypad Entry, Lock LEDs, sway bar discos, Heated seats, Explorer EATC, Trip Computer and consoles

Other rides:
2016 C-MAX Energi (plug-in Hybrid)
2011 Taurus SEL (highway cruiser)
2003 Ranger 2.3L M5ODR1 Regular Cab (drudge)

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 Posted: Tue Jan 23rd, 2018 12:26 am
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Also notice the weight of a 302 vs the 4.6L. An extra 140 pounds is a lot of extra weight. Always remember the higher power to weight ratio is usually quicker.

Something else to think about is that 300+HP in a Ranger starts to get really hard to plant that much power to the ground. Limited slip or a posi-locker is also a must.



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 Posted: Tue Jan 23rd, 2018 01:39 am
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This picture has been passed around the forums for years and it makes the point quite well. The engine on the left is the 4.6 DOHC and the one on the right is a 5.0 (302) pushrod. Going by FRPP's dimensions, that would be 30" wide vs. 19".
 
4.6's, both SOHC and DOHC, have been successfully swapped into Rangers. There's at least one Coyote swap out there as well. The ones I've seen were done using relocated steering and A/C delete. 


For ease of installation in a Ranger while retaining A/C, the 5.0L pushrod engine is the hands down winner, especially the Gen2 Explorer variant. That's why you see so many more of them than any other Ranger V8 swap.





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2003 FX4 Level II, Supercharged 5.0L V8, Headers, Duals, BW4406 manual T/C
Aussie Locker, Torsen L/S, 4.10's, Bilstein 7100 rezzies, Cadillac/Mustang rear discs, Duff traction bars
Keypad Entry, Lock LEDs, sway bar discos, Heated seats, Explorer EATC, Trip Computer and consoles

Other rides:
2016 C-MAX Energi (plug-in Hybrid)
2011 Taurus SEL (highway cruiser)
2003 Ranger 2.3L M5ODR1 Regular Cab (drudge)

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 Posted: Tue Jan 23rd, 2018 02:08 am
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V8LvLII,

Wow, I have never seen the two engine next to each other, the 4.6 almost looks twice as wide !



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2003 EDGE, Std Cab, Steppie, E4 Red, 5sp, 4x
Large Tube Rear Axle, 31 Spline - FX4, 4.56 Gears, OX Locked
5" SuperLift, 33" x 12.50 x 15" BFG ATs,
Hurst Shifter w/Longer Replacement Shift Handle with (Homemade) Mounting Adapter; 1.5" up x 1" back.
Backrack mod'd to fit Steppie, Front and Rear Bumpers by Custom 4x4 Fabrication, OK.
Working on more Mods, just need more time, longer days would work !
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 Posted: Tue Jan 23rd, 2018 02:45 am
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JAMMAN

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I moved this to the V8 forum because it is starting to gather an amount of tech info.



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 Posted: Tue Jan 23rd, 2018 04:51 pm
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Wow, I have never seen the two engine next to each other, the 4.6 almost looks twice as wide !

To be fair, the engine on the left side of the picture is the 4.6L DOHC which is 30" wide. The OP asked about the 4.6L SOHC which is over 4" narrower than the 4.6L DOHC but still almost 7" wider than the pushrod 260/289/302. It is not impossible to
 successfully swap a 4.6L into a Ranger engine bay but the extra width does add to the complexity and complicates retention of the heat and A/C.



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2003 FX4 Level II, Supercharged 5.0L V8, Headers, Duals, BW4406 manual T/C
Aussie Locker, Torsen L/S, 4.10's, Bilstein 7100 rezzies, Cadillac/Mustang rear discs, Duff traction bars
Keypad Entry, Lock LEDs, sway bar discos, Heated seats, Explorer EATC, Trip Computer and consoles

Other rides:
2016 C-MAX Energi (plug-in Hybrid)
2011 Taurus SEL (highway cruiser)
2003 Ranger 2.3L M5ODR1 Regular Cab (drudge)

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 Posted: Tue Jan 23rd, 2018 09:56 pm
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My 4.6 is putting 525 H.P at the rear wheels

Last edited on Tue Jan 23rd, 2018 09:57 pm by NoPower



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 Posted: Wed Jan 24th, 2018 12:43 am
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NoPower wrote: My 4.6 is putting 525 H.P at the rear wheelsNot without extensive work, I a package that likely won't fit in a ranger without extensive work.  Dollar for dollar and lb for lb the sbf is better than a 2v mood motor.  
Hell my mod motor makes 540 through a big auto and pushes a 4700lb deep into the 11s but a sbf would do it easier and cheaper.

Attachment: 20160525_173818.jpg (Downloaded 58 times)



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2001 Ford Lightning - Built Motor - Built Trans - 2.9 Whipple - E85 - Custom Interior - 537/632 - 11.40 @ 119.6(old setup)
1968 Ford Mustang "Gold Nugget Special"
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 Posted: Wed Jan 24th, 2018 03:13 am
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What was amazing about the first gen modular engines is that they were extremely de-tuned from the factory. A 5.4 that was rated 260 hp with the addition of a cold air intake, e-fan kit, custom tune (flip chip), and cat-backs could have 330 hp at the rear wheels. My 99 F-150 was a test vehicle for one of the local speed shops stage 1 performance kits set up this way.

To get more out of them required cams, headwork, headers, and/or forced induction. A buddy of mine had a 99 XLT 5.4 that had the aftermarket Lightening kit that pumped 570 hp to the rear tires.

To get big HP all you need is $$$.



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 Posted: Wed Jan 24th, 2018 04:03 am
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Tsquare wrote: What was amazing about the first gen modular engines is that they were extremely de-tuned from the factory. A 5.4 that was rated 260 hp with the addition of a cold air intake, e-fan kit, custom tune (flip chip), and cat-backs could have 330 hp at the rear wheels. My 99 F-150 was a test vehicle for one of the local speed shops stage 1 performance kits set up this way.

To get more out of them required cams, headwork, headers, and/or forced induction. A buddy of mine had a 99 XLT 5.4 that had the aftermarket Lightening kit that pumped 570 hp to the rear tires.

To get big HP all you need is $$$.
I'd like to see some proof considering a stock lightning only makes 350-360.  



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2001 Ford Lightning - Built Motor - Built Trans - 2.9 Whipple - E85 - Custom Interior - 537/632 - 11.40 @ 119.6(old setup)
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 Posted: Wed Jan 24th, 2018 04:10 am
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I appreciate the feedback and your comments.
I really just wanted a v8 on the ranger because I like how the one my Ford explorer runs, I was hoping it would be easy swap but it seems like that's not the case. Although I like the coyote swap idea I only seen automatic rangers but no manuals swaps.

Last edited on Wed Jan 24th, 2018 04:10 am by Mr.x

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 Posted: Wed Jan 24th, 2018 12:30 pm
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How many bhp an engine can produce is pretty irrelevant since 99% of the time you are probably only using a fraction of that on the road - I have a 6.5 ton lorry with a 4 cylinder 4 litre engine that produces a mere 85 bhp and it drives just fine....

I also have a 1 ton MGB with a 3.6 litre V8 that produces 200 bhp I very rarely use more than a quarter throttle, maybe 50 / 60 bhp.

The best things about the V8?? - the burble exhaust note and no need to change gear so often, it will do 30 mph to 120 mph in top gear.



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 Posted: Thu Jan 25th, 2018 12:20 am
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Dusten wrote: Tsquare wrote: What was amazing about the first gen modular engines is that they were extremely de-tuned from the factory. A 5.4 that was rated 260 hp with the addition of a cold air intake, e-fan kit, custom tune (flip chip), and cat-backs could have 330 hp at the rear wheels. My 99 F-150 was a test vehicle for one of the local speed shops stage 1 performance kits set up this way.

To get more out of them required cams, headwork, headers, and/or forced induction. A buddy of mine had a 99 XLT 5.4 that had the aftermarket Lightening kit that pumped 570 hp to the rear tires.

To get big HP all you need is $$$.
I'd like to see some proof considering a stock lightning only makes 350-360.  
I would refer you to Dan Troyer who did the work but he his no longer around. 



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 Posted: Thu Mar 1st, 2018 05:56 pm
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Mr X,

Was wondering how this is working out for you ?

What engine does your Explorer have, that you like the feel of ?

The Explorer 5.0L-W, has plenty of HP and torque (although low) to move a Ranger along at any highway speed you need and the low end power is more than adequate for the Truck use.  If you can keep your foot out of the firewall then you can actually get a reasonable mpg.


My first 5.0L-W swap was in an '88 STX, I ended up with better mpg than the OEM 2.9L we swapped out but the 5.0L-W swap in a '98 needs a little more attention than the '97 back do, so chose wisely.

I am at this time trying to figure out how to get a 5.0L-W in my '03 Ranger using "non-Torque Monster Headers" AND pass the local emissions testing.

Post up where you stand, what your choices are, and approximate cost of both !



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Ltr,
2003 EDGE, Std Cab, Steppie, E4 Red, 5sp, 4x
Large Tube Rear Axle, 31 Spline - FX4, 4.56 Gears, OX Locked
5" SuperLift, 33" x 12.50 x 15" BFG ATs,
Hurst Shifter w/Longer Replacement Shift Handle with (Homemade) Mounting Adapter; 1.5" up x 1" back.
Backrack mod'd to fit Steppie, Front and Rear Bumpers by Custom 4x4 Fabrication, OK.
Working on more Mods, just need more time, longer days would work !
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 Posted: Fri Mar 2nd, 2018 01:35 am
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Scrambler82 wrote:
Mr X,

Was wondering how this is working out for you ?

What engine does your Explorer have, that you like the feel of ?

The Explorer 5.0L-W, has plenty of HP and torque (although low) to move a Ranger along at any highway speed you need and the low end power is more than adequate for the Truck use.  If you can keep your foot out of the firewall then you can actually get a reasonable mpg.


My first 5.0L-W swap was in an '88 STX, I ended up with better mpg than the OEM 2.9L we swapped out but the 5.0L-W swap in a '98 needs a little more attention than the '97 back do, so chose wisely.

I am at this time trying to figure out how to get a 5.0L-W in my '03 Ranger using "non-Torque Monster Headers" AND pass the local emissions testing.

Post up where you stand, what your choices are, and approximate cost of both !

a friend of mine had an 01 ranger we put a 302 in it a used shorty headers for a fox body mustang they were unequal length bbk for 79-93 fox mustang some slight notching of the frame to clear the collector flange was done on both sides but the fit was great and you could easily remove the headers with the engine in the truck. i will try to get some pics of the truck. as far as passing emissions with the proper catalytic converters that should be an easy task to complete. along with a good carb set up or efi



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 Posted: Sun May 6th, 2018 02:45 pm
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I am at this time trying to figure out how to get a 5.0L-W in my '03 Ranger using "non-Torque Monster Headers" AND pass the local emissions testing.

What local emissions testig do you have to pass?

The last year of the 302 was 2001
Most states with emissions will not allow you to put a 01 engine into a 03 truck and still pass the truck must be a 01 model year no later

Now with that said we can put a 5.0 drivetrain into an 03 truck, just don't expect a referee to sign off on it
The ranger changed very little from 98-2011

Torque Monster headers are awesome, not sure why people want to stay away from them. Ditch the gaskets and hardware he ships them with and you are good to go! I have removed and resealed TM's in the truck several times its not that difficult
Drivers side is hardest but still a 3-6 hour job not a project killer!
There are other manifolds that will fit as well if you just hate tube headers all together

Last edited on Sun May 6th, 2018 02:47 pm by 410customs



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 Posted: Sun May 6th, 2018 02:58 pm
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There is a Lincoln Aviator for sale here in town....drool drool drool over that Cobra 4.6 in there I would love to stuff it in a Ranger....



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I build custom RBV, specializing in drivetrain conversions, wiring, suspension and complete custom trucks
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Ford-Rangers.com Ranger Forum > Ranger Engine Tech > 8 Cylinder Gasoline > 98 ranger v8 swap

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