I have the E4OD, or the 4R100, one of the two, with 3.73 gears, and a 1 ton, V-10 and I tow my 24' trailer in OD all the time. But I'm careful to come out of it while in the mountains. I do like the fact that the E4OD 'learns', to make towing a bit easier. So you're in Hoquiam ? Cool, know anything about the Rayonier Corp ? Just north of you is some of the most beautiful fishin' water in the known world, Ken

 

Rayonier......yep.
My boss has a crew that goes there and cleans the offices just off the Port Dock Rd.

I don't get much time to go fishing. My neighbor landed a 51lb King about a month ago.
He brought me over half of a 25 lb King that he had also landed.

Patrick

 

My 74 van is an intruder.
I don't know if I could get all the goodies for a EFI rearanged into the doghouse. Has anyone done this befor?
I may have to stick to a carburetor

 

When I am not useing my 74 van for camping and fly fishing trips I use it for hauling tools and materials for my remodel business up and down steep muddy snow covered driveways. 90% freeway driving.
I did see a 93 351 in a wrecked truck for sale. It has EFI and AOD. Is it easy to make a wire harness for the goodies the EFI system will need?
Is the AOD and 351 the same length as C-4 and 302 or will I have driveline issues?

 

There's room for EFI if there's room for carbuerator(s). If you're going to do it, stay with a MAF, and not speed density though. SD has programs built in that calculate what the EFI 'should' be doing, the MAF actually measures air, and adjusts fuel delivery accordingly. There is a new EFI, with commom rail injectors that tie into bungs over each cylinder, that uses a four barrel air intake that has the GM MAF unit sitting on top. It's the same height as a carb. Or, the newer 5.0 manifolds should fit, they're no taller than a carb/air filter set up I don't think. Drop in a stroker kit, go with some good heads and EFI and I think you'd be happy and be able to pull an overdrive gear. Good luck, post what you end up doing please and how you like it, or what you'd do differently, Ken

 

My guess, and it's my guess only, but since the E4OD was a more developed C-6, a tailshaft change might be all you need. Transmissions are not my forte', I'm almost blonde-like when it comes to them, but I think the AOD and the C-4,C-6 are similar, hope this all works out, Ken

 

What does MAF stand for

 

KEN04 said:
Am I incorrect in saying the 5.0 guys are taking those blocks to over 400 inches now ?

NOPE, the 5.0 and the 302 are the same block... the 5.0 has provisions for hydraulic roller lifters. bore spacings and deck height are the same.

347 ci is the limit on a 302 or 5.0

The 351W has a taller deck height. 377 & up to 408 ci here.

 

Sorry, please excuse me, I did not want to appear to be talking over someone, my apologies. As I understand it there are quite a few different types of fuel injection, but they all try to do one basic thing; inject a precise amount of fuel into an engine as opposed to a carb, which sucks gas through a carb. Wide open throttle has little vacuum, therefore less throttle response. Fuel injection is independent of vacuum, so when you hit the gas pedal, gas goes into your motor. The old days had mechanical fuel injection, in where a distributor-type part spun around and let gas go out much like the spark plugs fire, and very much like recent diesel motors, but they were mechanical, and not programmable, like EFI is. The best system has directors directly in line with the intake ports, they sit on top of where the intake manifold joins the heads. In a MAF system, or 'mass air flow' a heated wire in the intake path measures air flow by how much current it takes to keep the wire hot. When alot of air cools the wire, the computer sees the wire needs more current to stay hot and tells the injectors to inject more gas, because the engine is receiving more air. A speed density has pre=programmed guides for how much gas the engine should be needing, based on computer models that are programmed into the EFI, and is not as efficient since it doesn't actually measure the air, it calculates the air speed and injects fuel accordingly. And finally the old throttle body injection had basically a card without jets, and 1,2 or however many injectors that sat in the carb holes. A 2 barrel carb had 2 injectors sitting in it. The system needs an O2 (oxygen sensor) in the path of the exhaust to measure how rich or lean the burnt gases are and that also feeds info to the EFI to help decide injector pulses and timing of injection. Like the old days where we'd jet our carbs, go out and drive the car and have to pull the plugs to see if we were rich or lean, EFI does all that automatically, all the time. Whew, I hope I didn't screw any of this up, I now have writer's cramp, peace, Ken

 

74x4 said
Is the AOD and 351 the same length as C-4 and 302 or will I have driveline issues?

302 and 351 are the same length, aod is longer than C4.

go to AOD
for more Ford trans info.

 

So in the 5.0 class (NHRA, IHRA,etc), the five-oh is just a name, since alot of those guys are pushing over 400 cu in ? And not an actual measurement ? I understood, maybe incorrectly that the 5.0 class had to have a factory, even if it's out the side door of the factory ala SVT, five liter block ? Do you know ? Ken

 

Wow thank everyone so much for you help. I am learning so much from you.
With all the info so far my options for more power is
A stroked 351 with MAF EFI
AOD (E4OD) ? with a shorter tail shaft ? What is the best transfercase instead of my dana 20

 

Most of the guys on the off-road forum recommend the NP205 t-case due to its all gear construction and cast iron case. It was used for F150, 250's and 350's during the 70's and came in both mated and divorced versions. The best bet for a E4OD or AOD connection would probably be a divorced T-Case NP205, I'm pretty certain that they never put a NP205 behind a AOD or E4OD. But I've read that it might be possible to mate one to a AOD as the bolt patterns and spline counts remaind the same over the years. The only bad thing about a NP205 is that the low ratio isn't that low...2:1.

The trucks from the 80's and 90's that had the AOD or the E4OD had the BW1345 (2.75:1) or the BW1356 (2:69:1). I think that some of the early 80s trucks had a NP208 but this was probably prior to the use of the AOD and the E4OD didn't come out until 89. Both of the Borg Warner t-cases are easy to spot because they have large, ribbed aluminum housings and usually come with a tag that states the model number. They both have chain drive. The easiest swap would probably be to find a complete 351W / E4OD / BW1356 from a later model F150 / 250 / 350 or Bronco. I think stock power in 95 for a 5.8 (for example) was 210hp and 330 ft-lbs.

 

Bzzzzt. Not. I didn't have to buy a single bracket when I took out my 89 302 (E-150) and installed the 351. some things needed to be adapted due to the wider intake valley, like the fuel rails or the rear head air injector pipe, but I used the same accessory brackets on both engines

 

5.0 --
My bad, I did fail to say that "after 1987", all brackets off of a 302(5.0) will fit a 351(5.8)