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We ship world wide.
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The Ranger and Bronco II
V-8 Conversion
289, 302, 351, 429 and 460
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This 30 page booklet is about building high
performance Ford Rangers and Bronco II. V-8
engine conversion is discussed in detail for the
small block 289, 302, 351W and the big block 429
and 460. Part numbers used are given, illustrations
of modifications are provided, complete conversion
kits are discussed, parts manufacturers and
suppliers are listed, and much more. Read the
sample pages for more details!
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If you're serious about building a V-8 Ranger,
you need this book!
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Click below to view sample
pages from each chapter.
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Item #: MRE117
8 1/2 x 11"
30 Pages
40 b/w photos
spiral bound
Price: $12.00
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Click here to buy now!
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Chap. 1 - The V-8 Conversion
Chap. 2 - V-8 Motor Mounts
Chap. 3 - V-8 Transmissions
Chap. 4 - V-8 Cooling System
Chap. 5 - Axles
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The Ranger and Bronco II
V-8 Conversion
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Swapping a V8 into a Ranger is a project that
requires considerable skill and knowledge.
However, this engine conversion is not any more
difficult than changing engines in any other car.
In fact, a small block V8 tucks neatly into a
Ranger or Bronco II. Add to that the availability of
all of the necessary parts, and the V8 is a natural
for the Ford Ranger or Bronco II. When
installation is done properly it will produce a
vehicle which will provide admirable performance
and fuel economy while maintaining complete
reliability.
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Given enough time, money, and skill, any engine swap is possible. It's important to remember that
possible and practical are two entirely different things, and you need to keep in mind what your
intentions for the vehicle are. For the most part we will be discussing the 302 and 351 Windsor
swap, as these are the most common and reliable swaps. Either of these engines will swap into a
Ranger with about the same amount of effort. The 351C which was produced from 1970-1974, is
also a possibility with a little more effort and expense.
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The 429 and 460 can be installed in a Ranger,
although this is not a very practical swap. The big
blocks length complicates installation and makes
clearance in certain areas very tight. The 4.6L is also
a possibility and parts availability has been continually
improving. You can expect to see updates to this site
in the future discussing the 4.6L engine swap into
Ranger, Bronco II and Explorer.
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The 302 is the preferred candidate for a
vehicle which will be driven daily and if a power
increase is desired, but fuel economy, drive
ability, and cost are major considerations.
Also, the correct oil pan and many other parts
are readily available as used parts from other
cars when using this engine. Another
consideration is engine weight. The 302 is only
about one hundred pounds heavier than the
four cylinder engines installed in Rangers from
the factory. This is important because as
engine weight is increased, the ride height
lowers in the front and this produces extreme
negative camber at the front wheels.
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The 351W is the preferred engine where maximum power output is the major concern. The 351W
weighs about forty pounds more than a 302, mainly because it's a little taller, wider, and heavier
than a 302, although many parts interchange. There are a few parts that will not interchange
between 302s and 351s, such as the oil pan, distributor, and intake manifold, so make sure of
which engine you're using before you start collecting parts.
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The 4.6L engine is gaining in popularity and there's a lot of interest in performing this swap on
Rangers. The 4.6L is a very wide engine, especially with the DOHC cylinder heads on top of it. Very
little information is currently available for this swap, but you should see future updates regarding
this engine swap and including 4.6L SOHC and DOHC engines into two-wheel and four-wheel drive
trucks.
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A base model Ford Ranger with a 302 engine and C-4 automatic transmission when completed will
weigh in around 2950 lbs. This is a very impressive power to weight ratio. A base model Ranger
with a 429 or 460 engine, C-6 transmission, all of the necessary frame bracing, and the large
cooling system required weighs about 3400 pounds. Our big block project truck, produces 500
horsepower and weighs 3400 pounds with its big block engine. You would expect this truck to be
very front heavy and have extreme traction problems but by carefully locating everything we came
up with a 54/46 weight split, or 54% of the weight on the front wheels and 46% of the weight on the
rear wheels. This is very good weight distribution in any front engine vehicle and amazing for a
truck.
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Oil Pans
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Many people prefer to piece together their own kit due to cost and many other considerations. The
first consideration is the oil pan on your engine. Ford engines of the 1960's and 1970's generally
used front sump oil pans. These will not fit the Ranger/Bronco II chassis properly. Instead, a rear
sump or dual sump oil pan must be used. Rear sump oil pans are originally used on full-sized trucks
and Econoline vans and hold 6 quarts of oil. They are the preferred oil pan as the extra quart of oil
is of somewhat of an advantage for performance and off-road applications.
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The other choice is a dual sump oil pan. These are easy to spot because they literally have two
sumps, one at the front and another at the rear with a drain plug on each. The front sump is for
clearance to the oil pump and the rear sump is the reservoir for the oil. The biggest advantage to
the dual sump pans is that the engine may be situated about half an inch lower in the chassis. Dual
sump pans were originally installed on vehicles like 1979 and newer Mustang, 1980's Crown
Victoria, Grand Marquis, and a few others. Please note, 1980's Crown Victoria police cars are the
only vehicles with a 351W that use the dual sump oil pan. If you need the dual sump pan for a
351W, you'll have to find one from a police car or order one for that application.
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Ford Motorsport is currently offering a dual sump oil pan
kit for the 351W which contains the oil pan, pick up tube,
attaching main stud, dipstick and tube. The part number
is M-6675-A58 and it retails for $149.95, which is
cheaper than buying all the parts separate. Keep in
mind that 302 and 351 oil pans will not interchange, so
make sure you get the right one for the engine you're
using. For the big block 429/460 installation you'll have
to use a rear sump truck pan. Ford Motorsport also
offers a kit for the 429 and 460, part # M-6675-A460.
These oil pan kits contain the oil pan, oil pump pick up
tube and screen, a studded main bolt for attachment to
the block, dipstick, and dipstick tube.
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On four-wheel drive trucks with I-beam front suspension there are clearance problems between the
oil pan sump and the front suspension. The oil pan either has to be modified or replaced with an
after market pan specifically for this application. Oil pans for a 302 in a four-wheel drive Ranger are
available from several companies.
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Rear sump and dual sump pans use an oil dipstick which checks the oil level in the rear of the
engine. If you have a front cover on your engine which has the dipstick tube in it, remove the tube
and plug the hole. Make sure you get a dipstick and dipstick tube with the oil pan you're going to be
using. Some dipstick tubes go into the block instead of the pan so make sure you acquire an oil
pan with a provision for checking the oil level. The correct dipstick tube should go into a hole in the
side of the oil pan. You'll also need to get the correct oil pump pickup tube for the oil pan you're
using. Front sump, dual sump, and rear sump oil pans all use different pickup tubes. Along with the
correct pickup tube you'll need a studded main cap bolt and nut to fasten the pickup tube to the
block for support.
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Next
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This has been a sample page from
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The Ranger and Bronco II
V-8 Conversion
289, 302, 351, 429 and 460
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|
|
|
This 30 page booklet is about building high
performance Ford Rangers and Bronco II. V-8
engine conversion is discussed in detail for the
small block 289, 302, 351W and the big block 429
and 460. Part numbers used are given, illustrations
of modifications are provided, complete conversion
kits are discussed, parts manufacturers and
suppliers are listed, and much more. Read the
sample pages for more details!
|
|
|
|
|
|
If you're serious about building a V-8 Ranger,
you need this book!
|
|
|
|
|
Click below to view sample
pages from each chapter.
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|
|
|
|
|
|
Item #: MRE117
8 1/2 x 11"
30 Pages
40 b/w photos
spiral bound
Price: $12.00
|
|
Click here to buy now!
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|
|
|
|
|
|
Chap. 1 - The V-8 Conversion
Chap. 2 - V-8 Motor Mounts
Chap. 3 - V-8 Transmissions
Chap. 4 - V-8 Cooling System
Chap. 5 - Axles
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Ford Ranger and Bronco II Repair Manual 1983-1992
Includes sections on routine maintenance, tune-up
procedures, engine repair, cooling and heating, air
conditioning, fuel and exhaust, emissions control systems,
ignition systems, brakes, suspension and steering, electrical
systems and wiring diagrams. With a Haynes manual, you
can do it yourself…from simple maintenance to basic repairs.
Haynes writes every book based on a complete teardown of
the vehicle. They learn the best ways to do a job and that
makes it quicker, easier and cheaper for you. Haynes books
have clear instructions and plenty of photographs that show
each step. Whether you’re a beginner or a pro, you can save
big with Haynes!
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Price:
$
22.95
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Ford Ranger Repair Manual 1993-2008
Includes sections on routine maintenance, tune-up
procedures, engine repair, cooling and heating, air
conditioning, fuel and exhaust, emissions control systems,
ignition systems, brakes, suspension and steering, electrical
systems and wiring diagrams. With a Haynes manual, you
can do it yourself…from simple maintenance to basic repairs.
Haynes writes every book based on a complete teardown of
the vehicle. They learn the best ways to do a job and that
makes it quicker, easier and cheaper for you. Haynes books
have clear instructions and plenty of photographs that show
each step. Whether you’re a beginner or a pro, you can save
big with Haynes!
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Price:
$
22.95
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How to Build Big-Inch Ford Small Blocks
By increasing the bore and stroke of your current engine, you can
add those cubic inches without the hassle of switching to a big
block. George Reid thoroughly explains the building of a small
block Ford stroker, paying special attention to the effect that
increasing the bore and stroke have on the engine as a whole.
Also included is a complete guide to factory head and block
castings, as well as aftermarket block and head guides, so you
can choose exactly the right parts for your project.
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Price:
$18.95
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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $2.95, or
$7.90 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $11.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$14.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 7 days of purchase.
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