perf-list-digest Wednesday, April 21 1999 Volume 02 : Number 093



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Ford Truck Enthusiasts - Performance
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In this issue:

FTE Perf - Ranger V8 Swap
FTE Perf - U-Joints and Lifting
Re: FTE Perf - Ranger V8 Swap
RE: FTE Perf - U-Joints and Lifting
Re: FTE Perf - OHC's and multiple valves
Re: FTE Perf - U-Joints and Lifting
Re: FTE Perf - OHC's and multiple valves
Re: FTE Perf - U-Joints and Lifting
Re: FTE Perf - OHC's and multiple valves

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Date: Tue, 20 Apr 1999 10:50:07 CDT
From: "PitStop Performance"
Subject: FTE Perf - Ranger V8 Swap

Anyone here done a Raner V8 swap? The truck is a 1991 Ranger 4x4 with
the 2.9L V6 and a 5-speed. It is my friends truck, not mine. He just
put a new 5-speed in last fall and now the V6 is toast. He tows a boat
and needs his truck. Not looking for mega power, just a good running
truck.

The plan isn't to throw in a 302. We have another friend who built a
mild 255 V8 to put into his Mustang while he was rebuilding the
original 289. The 255 in question is a very good running engine and
can be bought for cheap.

If we get the 302/289 motor mounts for the Ranger will the 255 bolt in
right? Will the stock 5-speed live behind the 255 V8? What starter
would we have to use? What flywheel (the V8 was bolted to an auto)?
Will a salvage yard radiator work? Any points of advice?

Thanks.

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Date: Tue, 20 Apr 1999 13:58:09 -0400 (EDT)
From: Justin Farcas
Subject: FTE Perf - U-Joints and Lifting

I have a question on driveshaft u-joints and the effect from lifting a
truck are. I have a 4 inch suspension lift on my 79 F150 4x4, and
someone told me the other day that the angle that my driveshaft is at
will cause me to throw u-joints left and right, and in addition to that,
he also stated that any tires over 33's would make the u-joint problem
even worse? Any insight/truths to these statements? Any help is
appreciated...

-Justin Farcas --
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Date: Tue, 20 Apr 1999 14:10:44 -0400
From: Bryan G Sheffler
Subject: Re: FTE Perf - Ranger V8 Swap

I did one once, but it was a two-wheel drive Ranger. I put in a
351-w. Supposedly you can not put a 351W in a 4x4, but there is a kid
running around here that rumor has it he did. Any way back to your
questions.

On Tue, 20 Apr 1999 10:50:07 CDT "PitStop Performance"
writes:
>
>Anyone here done a Raner V8 swap? The truck is a 1991 Ranger 4x4 with
>the 2.9L V6 and a 5-speed. It is my friends truck, not mine. He just
>put a new 5-speed in last fall and now the V6 is toast. He tows a boat
>
>and needs his truck. Not looking for mega power, just a good running
>truck.
>
>The plan isn't to throw in a 302. We have another friend who built a
>mild 255 V8 to put into his Mustang while he was rebuilding the
>original 289. The 255 in question is a very good running engine and
>can be bought for cheap.
>
>If we get the 302/289 motor mounts for the Ranger will the 255 bolt in
>
>right?

Yes sort-of. There are a couple of things that you need to know before
tackling this. 1) you will need the double hump late model oil pan to
clear the cross member. 2) you will need to relocate the oil filter and
use an electric fuel pump. This swap gets the frame rails filled with
engine!!!!! 3) You may need to clearance the AC/Heater box under the
hood because the passenger valve cover will hit it. Although the stock
V6 radiator will suffice, you really need to get a larger radiator. I
believe Total Performance in MI sells on that fits up into the grill. It
is much larger than the stock and gives much needed clearance between the
engine and radiator. 4) speaking of clearance between the engine and
radiator, you will need an electric fan. SVO released a water pump and
drive kit that is shorter than the stock pump, this may work.

Will the stock 5-speed live behind the 255 V8? What starter
>would we have to use? What flywheel (the V8 was bolted to an auto)?

I'm not sure about the tranny, I used a C4. I had to clearance the
transmission tunnel to fit it in. You will definitely need to change the
flywheel if you can use the 5 spd. The 5sp will probably allow more room
than the auto. The tranny will probably last as long as it is not
severely abused. Get the torque rating of the tranny and then compare it
to the torque rating of the 255.

>Will a salvage yard radiator work? Any points of advice?

I'd get a 289/302 instead of the 255. For all the effort, you are better
off getting the larger motor. The 289/302 will run better and make more
usable power than the 255, and they are the same size externally. I
would really use an automatic for this combo, especially if you can get
an AOD in good shape. The C4 worked great for me, but the mileage on the
freeway really sucked. I couldn't keep my foot out of it!!!! I started
out with a four banger Ranger. I used the V6 A/C springs and they worked
just fine!!! The front end only dropped a little. If i think of
anything else, I'll post it. Gotta go to work. I hope some of this
helps.

Bryan
>
>Thanks.
>
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Date: Tue, 20 Apr 1999 15:36:31 -0400
From: TracyJones Cinergy.com
Subject: RE: FTE Perf - U-Joints and Lifting

> ----------
> From: Justin Farcas[SMTP:ae571 seorf.ohiou.edu]
> Sent: Tuesday, April 20, 1999 1:58 PM
> To: perf-list ford-trucks.com
> Subject: FTE Perf - U-Joints and Lifting
>
> I have a question on driveshaft u-joints and the effect from lifting a
> truck are. I have a 4 inch suspension lift on my 79 F150 4x4, and
> someone told me the other day that the angle that my driveshaft is at
> will cause me to throw u-joints left and right, and in addition to that,
> he also stated that any tires over 33's would make the u-joint problem
> even worse? Any insight/truths to these statements? Any help is
> appreciated...
>
> -Justin Farcas --
>
Justin
My experience:
........................................
'78 F150 4x4 shortbed
4" Trailmaster suspension
33" Dunlaps

2 years of severe duty with no U-joint problems

.......................................
'79 F250 4x4 429 C6
4" Superlift suspension
33" BFG Mud T/As

I just changed the joint at the front punkin' and found 3 different sizes of
bearing cups on the old one, which explained why it failed. It had been in
service for at least 6 years like that. No other problems.


A friends' stock '76 HiBoy was rapidly eating rear U-joints. He
installed a greasable Dana/Spicer U-joint and hasn't had a problem since.

As for tire size, I think your more restrained by wheel bearing,
axle shaft and brake sizes. My general rule of thumb for max. PRACTICAL
tire size for stock axles on a multi-purpose street/off road truck is:
1/2 ton running gear - 33" and absolutely no bigger than 35"

3/4 ton running gear - 35" or 36"


Tracy




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Date: Tue, 20 Apr 1999 22:12:34 -0400
From: Tim Turner
Subject: Re: FTE Perf - OHC's and multiple valves

Dave Resch wrote:
>

> The Cat 3406 w/ overhead roller cam puts out 600
> bhp and 2050 lb-ft at 1440 rpm.

Hmm.. what kind of 1/4 Mile time would I get with that in my B-II? ;-)

Tim
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Date: Tue, 20 Apr 1999 22:27:11 -0400
From: Tim Turner
Subject: Re: FTE Perf - U-Joints and Lifting

*Strictly* opinion here and no real data to back it up..

Justin Farcas wrote:
>
> I have a question on driveshaft u-joints and the effect from lifting a
> truck are. I have a 4 inch suspension lift on my 79 F150 4x4, and
> someone told me the other day that the angle that my driveshaft is at
> will cause me to throw u-joints left and right,

Is the angle extreme? Yes high lifts will accelerate u-joint wear, but
if it's not actually binding at the extremes of it's travel (or you dont
use the truck to extreme travel) dont worry too much. OK maybe it'll
last 50K rather than 100K.. whoopee.

> and in addition to that,
> he also stated that any tires over 33's would make the u-joint problem
> even worse? Any insight/truths to these statements? Any help is
> appreciated...

? Interesting premise.. I guess from the increased drag? Yes the
larger tires will put more stress on the bearings, hubs etc. but the
u-joints? One thing people neglect to think about with larger tires
though is the 'fly wheel effect'.. the bigger (heavier) tire stores more
energy than the OEM and requires more braking. (Like the U-joint
scenario.. ignore it unless you go *WAY* radical!)

Tim
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Date: Tue, 20 Apr 1999 21:50:28 -0500
From: "C. K. Hartline"
Subject: Re: FTE Perf - OHC's and multiple valves

Hmm.. what kind of 1/4 Mile time would I get with that in my B-II? ;-)

Sounds like a quarter mile of driveline parts strewn about the track...LOL!!

You'd have to really beef up the driveline for that kind of power. How big
is the engine on that monster?

C.K.

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Date: Tue, 20 Apr 1999 22:25:19 -0400
From: Brad Smith
Subject: Re: FTE Perf - U-Joints and Lifting

At 01:58 PM 4/20/99 -0400, you wrote:
>I have a question on driveshaft u-joints and the effect from lifting a
>truck are. I have a 4 inch suspension lift on my 79 F150 4x4, and
>someone told me the other day that the angle that my driveshaft is at
>will cause me to throw u-joints left and right, and in addition to that,
>he also stated that any tires over 33's would make the u-joint problem
>even worse? Any insight/truths to these statements? Any help is
>appreciated...
>
>-Justin Farcas --
>== FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
>
>
Yup, his statements are true...

The two best times to go fishing are when it is raining, and when it is
not...
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Date: Tue, 20 Apr 1999 23:37:51 -0400
From: Tim Turner
Subject: Re: FTE Perf - OHC's and multiple valves

"C. K. Hartline" wrote:
>
> Hmm.. what kind of 1/4 Mile time would I get with that in my B-II? ;-)
>
> Sounds like a quarter mile of driveline parts strewn about the track...LOL!!

I think the nose would be on the tarmac so the time would be moot. :-)

>
> You'd have to really beef up the driveline for that kind of power. How big
> is the engine on that monster?

I'm interested too.. that's *awsome* torque. Enough to make me think
....


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