302 Engine swap
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Freshman User
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302 Engine swap
Basic engine question for you guys. I'm only an oil change / swap parts type of mechanic and know nothing about EFI. I have a 302 EFI engine from a 86 F-150 that I am considering putting into my 55 Panel. What is involved in changing an engine like this from EFI to carb? Is it possible/feasible? I assume there is more to it than just a new intake manifold and carb? Are there any problems putting the EFI in the 55? It runs pretty good, always starts, got about a 140k on the ticker. I guess my thoughts are that with a carb I can at least tinker with it myself but with EFI I wold have to take it to a mechanic for service.
My other option for the Panel is a 300 I-6 from my 85 F-150. If I use that I would add the Offy intake and a 4 bbl carb and headers. I know that would work well but my heart would like a V-8 in the 55.
Any thought / opinions greatly appreciated.
Jeff in northern Wisconsin
My other option for the Panel is a 300 I-6 from my 85 F-150. If I use that I would add the Offy intake and a 4 bbl carb and headers. I know that would work well but my heart would like a V-8 in the 55.
Any thought / opinions greatly appreciated.
Jeff in northern Wisconsin
Fleet Mechanic
Joined: Apr 2004
Posts: 1,443
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From: Willamette Valley, Oregon
I cant speak to the conversion, someone will soon...However I have a carborated (2bbl) 302 in my 56' and for me it has a good feel and adaquate power, not super speedy but still has a bit of punch when you want it. The 6's are awesome too, but stock vs stock I enjoy the V8 more! My 320 is from 1971, carbs work fine..I like simple!
Lead Driver
Joined: Aug 2002
Posts: 6,682
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From: Saskatoon SK Canada
To go from EFI to carb you just need an intake, carb and a distributor. That's it. Personally I would keep the EFI. I'm building an EFI 302 stroker for my 51 and there is no way I'm going back to carbed.
New User
Joined: Aug 2006
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From: Queen Creek, AZ
If you don't have any experience with EFI and want to work on it yourself you might be better off going carbureted. I just finished swapping a 97 5.8 EFI into my 85 F150. It had a carbed 300 six. By the time I finished I was wondering why I did it in the first place. But the results were worth it. If you don't know EFI when you start the swap , you will know it real well by the time you get it running.
Posting Guru
Joined: May 2002
Posts: 1,495
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From: Northwest Fl
Don't forget it's not all about wiring and sensors and engine parts changes, the fuel system conversion will require various pumps and high pressure fuel lines and return fuel lines to the tank. If you have a donor vehicle to pull parts from and to use in determining where everything goes, it will really help. I don't believe I would have ever finished my EFI (89 F150) swap without it.
It is a lot of work, but one worth the effort.
It is a lot of work, but one worth the effort.
Last edited by Huntsman; Aug 7, 2007 at 06:47 AM.
Senior User
Joined: Apr 2007
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From: Bloomfield, Iowa
Had a friend that put a 5.0 injected motor in his '46. Used the complete Mustang wiring harness and gas tank so it was pretty much a bolt in deal. He's used to working on the injected stuff so it was easy to him, a little intimidating to me still.
You need to check the front of the cam if you go to a carb. Some motors don't have a fuel pump drive in them. It simply bolts to the front of the cam and can be put on (be sure to use a one peice and not the 2 piece fuel pump drive). Also make sure your timing cover has the provision for a fuel pump. Some have the mounting boss but they have never been machined and tapped. May need to switch timing covers. If you do that, be sure it is the right rotation for your water pump. If you don't want to mess with that, you can always use an electric pump.
SPark
You need to check the front of the cam if you go to a carb. Some motors don't have a fuel pump drive in them. It simply bolts to the front of the cam and can be put on (be sure to use a one peice and not the 2 piece fuel pump drive). Also make sure your timing cover has the provision for a fuel pump. Some have the mounting boss but they have never been machined and tapped. May need to switch timing covers. If you do that, be sure it is the right rotation for your water pump. If you don't want to mess with that, you can always use an electric pump.
SPark
Lead Driver
Joined: Aug 2002
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From: Saskatoon SK Canada
As far as timing covers go there isn't a difference between STD and REV rotation pumps. They have the exact same bolt pattern. His is STD anyway since it's a truck. Just use an electric pump to avoid the hassle of taking apart the engine to switch covers to find his timing set doesn't have a fuel eccentric.
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Junior User
Joined: Jun 2005
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From: Wisc.
Distributor different between EFI & Carb?
I am following this discussion with much interest. I am doing the same thing to my 53F100, using a 1988 302 EFI motor and converting it to a carb.
I was at the NSRA Nationals last week and was looking for a distributor, I talked to a person at Petronix and he cautioned me that this EFI/Carb swap requires a special distributor. A distributor designed for a carburetored motor might not be long enough to properly engage the oil pump when used on an EFI style motor. I stopped at MSD and got the same comment. The MSD person indicated that the drive gear needs to be repositioned to assure proper engagement with the oil pump.
What have others done for a distributor?
.
I was at the NSRA Nationals last week and was looking for a distributor, I talked to a person at Petronix and he cautioned me that this EFI/Carb swap requires a special distributor. A distributor designed for a carburetored motor might not be long enough to properly engage the oil pump when used on an EFI style motor. I stopped at MSD and got the same comment. The MSD person indicated that the drive gear needs to be repositioned to assure proper engagement with the oil pump.
What have others done for a distributor?
.
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Lead Driver
Joined: Aug 2002
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From: Saskatoon SK Canada
The drive gear is only different on roller camshafts. The trucks never got a roller cam till 92 so he still has a flat tappet cam so any 70's and 80's Duraspark distributer will work. If you have a roller cam then get a distributer for a 85 Mustang GT which is the only factory carbed roller engine.
Crown Vics, Mustangs and some Lincolns had roller cams from 1986.
Crown Vics, Mustangs and some Lincolns had roller cams from 1986.
Junior User
Joined: Jun 2005
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From: Wisc.
Originally Posted by 51dueller
The drive gear is only different on roller camshafts. The trucks never got a roller cam till 92 so he still has a flat tappet cam so any 70's and 80's Duraspark distributer will work. If you have a roller cam then get a distributer for a 85 Mustang GT which is the only factory carbed roller engine.
Crown Vics, Mustangs and some Lincolns had roller cams from 1986.
Crown Vics, Mustangs and some Lincolns had roller cams from 1986.
Senior User
Joined: Oct 2005
Posts: 201
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From: Churchville, VA
If anyone is considering doing this, check out Performance Distributors. I put one of their distributors in my truck with a 5.0 out of an 88 Cougar. The engine is basically stock, except for the EFI was tossed for an Edelbrock Performer intake and 650 carb. I told them my setup and they sent the dist. It's an HEI, one wire hookup. Keeps the engine compartment clean and is a very well built unit, unlike the imports on the market. A little pricey, but then it fired right up after the rebuild. These things are HOT too. Recommended plug gap is like .054.
Taking this route saved me time trying to hunt down the Duraspark stuff at a salvage yard, then not knowing if it worked, etc, etc.
The only drawback is that you either need an offset base aircleaner or use spacers, because it is HUGE compared to stock distributors. I went the spacer route since clearance is not a problem on our trucks. I also popped for a set of their Livewires plug wires. Didn't really need them, but they look awesome.
Taking this route saved me time trying to hunt down the Duraspark stuff at a salvage yard, then not knowing if it worked, etc, etc.
The only drawback is that you either need an offset base aircleaner or use spacers, because it is HUGE compared to stock distributors. I went the spacer route since clearance is not a problem on our trucks. I also popped for a set of their Livewires plug wires. Didn't really need them, but they look awesome.
Lead Driver
Joined: Aug 2002
Posts: 6,682
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From: Saskatoon SK Canada
Well the Duraspark distributors rarely go bad and if you don't want to hunt then just buy a rebuilt one from the parts store. The only thing to watch for is the Duraspark ignition modules as it can be a hit or miss from the junkyard but they are easily purchased new. They only go bad if someone is using incorrect test procedures or have improperly modified the wiring.
I'm not particularly fond on the HEI because of it's size and it's not really an upgrade from the Ford system.
I'm not particularly fond on the HEI because of it's size and it's not really an upgrade from the Ford system.
Logistics Pro
Joined: Dec 2005
Posts: 4,644
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From: Moro Bay, AR
Originally Posted by 51dueller
I'm not particularly fond on the HEI because of it's size and it's not really an upgrade from the Ford system.
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[QUOTE=delaney]I am following this discussion with much interest. I am doing the same thing to my 53F100, using a 1988 302 EFI motor and converting it to a carb.
I was at the NSRA Nationals last week and was looking for a distributor, I talked to a person at Petronix and he cautioned me that this EFI/Carb swap requires a special distributor. A distributor designed for a carburetored motor might not be long enough to properly engage the oil pump when used on an EFI style motor. I stopped at MSD and got the same comment. The MSD person indicated that the drive gear needs to be repositioned to assure proper engagement with the oil pump.
What have others done for a distributor?
We can build our D.U.I. Distributor longer to meet your needs.
Just specify it when you place your order.
http://www.performancedistributors.com/forddui.htm
I was at the NSRA Nationals last week and was looking for a distributor, I talked to a person at Petronix and he cautioned me that this EFI/Carb swap requires a special distributor. A distributor designed for a carburetored motor might not be long enough to properly engage the oil pump when used on an EFI style motor. I stopped at MSD and got the same comment. The MSD person indicated that the drive gear needs to be repositioned to assure proper engagement with the oil pump.
What have others done for a distributor?
We can build our D.U.I. Distributor longer to meet your needs.
Just specify it when you place your order.
http://www.performancedistributors.com/forddui.htm
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