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Greetings all,
I had recently bought a 1968 f250 4x4 with a 360 and a NP435 backing it, the 360 is giving me issues and I have a cleaned up and bored out 351w out of a 1990 f-150 that I would like to put it in, does anyone have any experience doing a swap like this? What needs to be done for motor mounts? Bell housing and clutch? How about fuel lines? Any information would be extremely appreciated
Thank you,
Joe
The better 5.8L (fuel injected 351W) swap would be from a '96 Ford truck. Some '94 5.8L truck engines had Mass Air control engine processors. More of the 5.8L truck engines had Mass Air in '95. By '96, all 5.8L engines had Mass Air. '94 - up regular production 5.8L blocks had factory roller cams.
Mass Air is a major improvement over Speed Density and is very receptive to induction, cam, head and exhaust modifications. Speed Density is not.
It is possible, however, to install a Mass Air meter, wiring and the engine processor on an engine that was originally setup with Speed Density.
As far as the engine perches goes, you would need to swap out the I6/FE perches for 302/351M-400 engine perches. 302s were installed in the Bumps starting in mid-year '69 ('69-'79). The 351M/400 was installed in Dentside trucks.
This isn't an overly complicated swap to accomplish. It's just involved in the space here of trying to explain every detail of what needs to be done to make the swap. There's tons of info on the Internet for making a fuel injection swap and you'll just need to devote a good amount of time researching the subject. Fuel injected 5.0L swaps are very similar to what would be needed to do to install a 5.8L engine so, information for those swaps would help you too.
The ultimate 5.8L swap (to me) would be to have a first generation ('93-'95) F150 Lightning 5.8L engine --it was the truck equivalent to the Mustang 5.0L Cobra engine.
Here's information to get started on. This is for an EFI swap in an early Bronco but, the same basic principles apply to whatever you're installing a Ford fuel injected engine in.
If you're just getting started in learning about Ford 5.0L/5.8L fuel injection (or, even if you are familiar with it), I would highly recommend this book.
Steve, he is doing an F-250 which is a 4x4 Highboy. He must use only 77-79 4x4 and 78-79 Bronco 351M/400 engine supports as the 302 wasn't used in 4x4's until 1980.
Thank you both for the replies and the great information, so I would need perches out of a 77-79 4x4? And does anyone know if the upper intake will clear with the hood shut?
Steve, he is doing an F-250 which is a 4x4 Highboy. He must use only 77-79 4x4 and 78-79 Bronco 351M/400 engine supports as the 302 wasn't used in 4x4's until 1980.
any idea of where to get the perches short of harvesting from a junkyard?
Joe, That engine is not gonna bolt up to your transmission. So go yarding for both a bell and perches. No idea what you might run into with bell fit so dig a little deeper before you start.
If you're going to run a standard transmission, a Tremec TKO 500/600 would be a good choice. If you're going to run an automatic, a '98-up Ford 4R70W from a 4.2L Ford truck or from a 5.0L Ford Explorer would be a good choice.
Steve, a TKO is a lousy choice for a real 4wd F-250 truck as it has a very high first gear. A ZF-5 is a much better choice as it has much lower first. For an automatic, a better choice would be the -97 E-4OD as it is an electronic C-6. All can be coupled to his present divorced Dana 24 transfer case using a 2wd trans, a divorced NP 205, or he can go with a married NP 205 and using the appropriate 4wd version.
John, he can find 300/302/351W Ford butterfly pattern bells anywhere as the T-18 (the NP435 uses the butterfly pattern also) was used until 1993 when Ford started to use the Mazda M5OD.
A ZF-5 has a 5.72 first gear and a 2.94 second. A NP 435 has a 6.68 first and a 3.44 second with the similar T-18 having a 6.32 first and 3.09 second; but no OD, of course. It is doable with the TKO, but it would be just like the 3.03 put into crewcabs with a 2.99 first gear.
03-24-2017, 07:29 PM
