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Buy with confidence! If for any reason you're not completely satisfied with an item, simply return it within 7 days and the purchase price will be refunded.
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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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The Ranger and Bronco II V-8 Conversion Transmissions
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There are several choices of transmissions that can be used with a small block V8 in a Ranger or Bronco II. If you wish to use an automatic transmission your choices are a C-4, C-5, or if you want an overdrive transmission, the AOD. Tail housings and output shafts are available from after market sources to allow any of these automatics transmissions to be installed into a four-wheel drive Ranger with a V8. If you want a manual transmission you can use the factory Ranger transmission with a special bell housing and clutch assembly or you can install a T-5 manual transmission from a Mustang. The T-5 is considerably more durable when installed behind a V8, however clutch linkage has to be fabricated to work with its bell-housing.
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Most Rangers use an A4LD automatic overdrive transmission. If you have an overdrive automatic in a Ranger or Bronco II it's an A4LD. There is no bell housing available to install a V8 to this transmission, and even if you could, these transmissions had durability concerns with the torque from a V6, so a V8 would probably destroy an A4LD in a short period of time
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The C-4 automatic transmission is generally used for the two wheel drive installations but can be used for four wheel drive installations as well. The C-5 was used in some early 80s four-wheel drive rangers with V6 engines. The C-5 from a four-wheel drive Ranger can be converted to a C-4, a V8 bell housing installed, and used for a V8 installation in a four-wheel drive Ranger. They use a special short output shaft and tail housing to bolt up to the ranger transfer case. These parts are no longer available from Ford, so if you need to convert a standard car C-4 to a four-wheel drive Ranger C-4, you'll have to find used parts from a Ranger or Bronco II or purchase an after-market tail housing and output shaft.
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You may find it will make transmission installation easier with the middle cross member removed from the chassis. The factory rivets on this cross member can be ground off and driven out with a center punch. The rivets can then be replaced with bolts so that the cross member can be removed whenever necessary. You may find that some transmissions can not be removed from underneath the vehicle with the cross-member in place because of the height of the bell housing. The cross member must be reinstalled, as it is an integral part of the chassis and suspension.
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On some transmissions, such as the C-4, Ford has used a variety of bell housings, flywheels, and starters over the years. Whenever you have a choice, use the smallest diameter flywheel and bell housing available to provide much needed clearance. You do need to use the correct starter and flywheel for the bell housing your using, regardless of which transmission you choose to install. Worth mentioning, 1975-78 Mustang II with a 302 and C-4 combination had a special small diameter bell housing, flywheel, and starter assembly, which fit the Ranger and Bronco II chassis nicely.
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Before installing your transmission take a hammer and fold over the body seam between the firewall and the floor pan. This will help provide some additional room to tighten the bell-housing bolts. With certain bell housings you may have to dent the firewall and transmission tunnel to provide clearance before your transmission is installed. The transmission may have to be temporarily installed so clearance can be checked, then removed so that you have adequate room to modify the body. You may find it necessary to dent the floor pan at the corners where the transmission tunnel meets the floor pan for transmission linkage or to clear certain headers.
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Here is a few tips for C-4 installation. If your Ranger was originally equipped with a 4 speed manual transmission and is a 2-wheel drive, a C-4 will bolt right into the chassis with the 4-speed transmission mount and cross member. The existing drive shaft will be the correct length as well, but will require a different yoke for a C-4 or C-5 to install it in your new transmission. If your Ranger was equipped with a 5 speed Mazda transmission from the factory, your existing drive shaft will work as will your existing transmission yoke. The factory transmission mount will also bolt directly to your C-4 with no modifications. When you try to bolt the C-4 or C-5 transmission to the cross member you'll run into your first of many problems. The cross member is further rearward on the chassis on a vehicle originally equipped with a 5 speed or A4LD. You have two choices for the cross member. You can build a bracket with slots for the transmission mount to bolt onto and weld it onto the front of the cross member. This bracket is welded to the factory cross member to allow the transmission mount to be moved a few inches forward from where it originally was located. The other choice is to remove the frame brackets for the transmission cross member and relocate them a few inches forward of where they were located.
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If you're installing the big block 429/460 in a Ranger you only have one practical transmission choice, the C-6. This is a very large transmission and although it bolts in with the same transmission mount as the C-4 and C-5 that's the only part that will work without modification. The transmission cross member will have to be moved rearward to locate the transmission correctly. The firewall will have to be modified for the large bell housing and to allow the transmission to be moved rearward enough for adequate room at the front of the engine. This requires cutting out a large portion of the center of the firewall and relocating it three inches more rearward. The drive shaft will have to be shortened and a yoke for a C-6 transmission installed.
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If you look closely at this picture you can see the radical surgery that was performed to move the center of the firewall three inches rearward to provide clearance for a 466 cubic-inch Ford big block.
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There were many different shift linkage shafts used on C-4 and C-5 transmissions. Unless your using a C-5 originally from a Ranger or Bronco II I would recommend installing an after market shifter such as a B&M Mega shifter to hook up your transmission shift linkage. After market shifters such as the B&M Mega shifter come with all the necessary brackets and cables necessary for installation. B&M is also manufacturing a special truck Mega Shifter with a taller base than the standard car shifter to help position the shifter correctly for the driver.
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The transmission dipstick seems to have a way of always coming out in the wrong place on this transmission swap, usually interfering with the heater/air conditioner plenum. Transmission dipstick tubes usually kink when you try to bend them and even if they don't, they may no longer read fluid level accurately. A flexible transmission dipstick tube is available from Lokar. It's made from flexible braided stainless steel and is available for around $50.00. This allows you to route the dipstick tube to come out where ever it's convenient on your particular application
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Previous | 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!
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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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Turbochargers How to select and install the correct turbo for big or small horsepower gains. Discusses turbocharger design, sizing, matching, controls, carburetion, exhaust, ignition, intercooling, marine and high altitude applications. The most comprehensive book available. Turbo suppliers and kit maker addresses are included. “Everything you could possibly need to know about turbochargers for automotive applications is in this book.
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Price: $18.95
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