Auto Cooling Fan Hydraulic
RANGER TRUCKS & EXPLORERS
Ford V8 engine conversions into Bronco IIs, Ranger pickups & Explorers have become very popular. Advance Adapters has been pioneering conversions for these vehicles for well over 15 years. We’ve strived to research every possible problem or difficulty you might encounter when converting your vehicle. The information covered in this section will assist you in selecting the proper conversion components. For detailed conversion installation procedures, we recommend you obtain our instruction manual FMC001. The parts we manufacture are available for small block Ford V8s retrofitting stock engines. Because of the diversity of applications, we do not offer complete conversion packages. We have grouped the conversion components by application. Many of our components are necessary when converting your engine and/or transmission. Items such as exhaust and radiators can be modified or sourced elsewhere.
BRONCO II, RANGER & EXPLORERS GENERAL CONVERSION INFORMATION:
The Rangers & Bronco IIs were first introduced in 1983, and come stock with either a 2.8 V6 or 4 cylinder. They later came equipped with a 2.9L, 3.0L or 4.0L V6 engine. Ford used various transmissions. The manual transmissions consisted of the Toyo Koygo, Mitsubishi or Mazda. These transmissions are all light-duty 4 & 5 speeds. The automatics that Ford used were the C3, C5 and A4LD. The conversion components we manufacture fit all Bronco II & Rangers. Currently, engine conversions using our components have been performed on Ranger pickups as new as 1997. In 1991, the Ford Explorer was introduced, retiring the Bronco II models. This vehicle came stock with a 4.0L V6, and the A4LD transmission. The adapters we manufacture fit Explorers 1991-94. Many questions arise when considering any engine swap. Some of these questions include what year & size block to use, transmission choice, transfer case & axle strength, suspension requirements, body lift, cooling, exhaust, etc. A brief overview is covered in this section; however, these questions are covered in depth in the FMC001 instruction manual. This conversion manual is included with all engine mount kits.
Engine Selections: First check your local Department of Motor Vehicles for smog & engine requirements. Certain states, such as California, require the same year or newer engine as the vehicle. (The engine should be complete, retaining all smog equipment). The most recommended engine is the Ford 302. If you engine choice is a 351 Windsor, extra consideration should be given regarding exhaust clearance. A special oil pan must also be purchased. Transmission Selections: On most of the stock Ford transmissions, we have listed a transmission identification code. This number is found of the driver’s side door of your vehicle. This will help you identify the stock transmission equipped in your vehicle. C4: The C4 automatic transmission is the most practical transmission to choose. It is durable and very easy to find. Due to design changes, we advise that you select a 1970 or newer C4. The C4 has a removable bellhousing, so make sure the bellhousing pattern is compatible with the new engine and flexplate. We recommend a 157 tooth flexplate. Be sure the starter motor engages the flexplate correctly with this bellhousing. C5: The C5 was used in Ranger / Bronco II vehicles 1984-85. It has the same dimensions as the C4. If you have the C5, you simply need to change your bellhousing, torque converter, and valve body. This is to prevent having to bother with the computer module. Failure to change these parts will cause the torque converter to lock up. C3: The C3 is identified by a “V” transmission code. The overall length of this transmission is 24”. We do not offer any dapters to retain this transmission. A4LD: The A4LD is identified by a “T” transmission code. The overall length of this transmission is 28.687”. We do not offer any adapters to retain this transmission. Toyo Koygo 4 speed: Transmission code “X”, with an O.A.L. of 24”. We offer a bellhousing adapter to retain this transmission. Toyo Koygo 5 speed: Transmission code “5”, with an O.A.L. of 25.937”. We offer a bellhousing adapter to retain this transmission. PAGE 48 Mitsubishi 5 speed: Transmission code “D”, with an O.A.L. of 28.687”. We offer adapters to retain this transmission. Mazda 5 speed: This transmission can normally be found in late model vehicles. The bellhousing and transmission are integral (one piece). We do not offer any adapters to retain this transmission. For the 4WD vehicles, we also offer transfer case adapters for the AOD, T5 & Full size Ford 4WD transmissions.
Transfer Case: These Ford vehicles used a Borg Warner 1350 transfer case. This transfer case is a chain driven unit and is strong enough to handle the torque of a 302 engine. All of the transfer case adapters that we manufacture have the mounting bosses for the stock transfer case linkage. We now offer a transfer case upgrade. The Atlas (found on Pages 32-33 & 47) has been designed to fit the Bronco II, Ranger & Explorer applications. Axle Strength: These vehicles were equipped with one of three different rear axles. Up to 1984, Ford used a 6.75 rear end, which would be marginal with the added torque. Vehicles 1985-89 had a 7.5 rear end, and 1990 & newer vehicles had a 8.8 rear end. These ‘85 and up axles are sufficient to handle the power of a V8. Suspension Requirements: The installation of a V8 is about 175 lbs. heavier than stock. On 2WD applications, the suspension will normally drop about 1”. We recommend using a heavy-duty shock which will compensate for this drop. On 4WD applications, the suspension is equipped to handle the extra weight. Once completing any one of these vehicles, the front alignment should be
checked. Body Lifts: A body lift is not required on both the 2WD & 4WD versions; however a body lift will provide additional tunnel, hood and heater/air conditioner plenum clearance. Firewall Modifications: The body seam between the floorboard and firewall will normally need to be bent over. This is were a body lift will aid in clearance. In addition, the heater box on the passenger side will need to be trimmed and patched in order to clear the valve cover. Cooling Requirements: The V6 radiator used from the factory on Bronco II & Rangers is not large enough to cool even the mildest V8 engine. We manufacture a 4 row brass radiator. This radiator comes complete with hoses and remote filler neck. We also carry an aluminum 2 core radiator with transmission cooler from BE COOL. Both of these radiators can be installed while retaining the air conditioning condenser in the stock location; but for the best fan clearance, the condenser can be moved forward and the radiator tucked under the grille. Both radiators fit 2WD and 4WD vehicles. See Pages 24-25 for more information on BE COOL radiators.
We manufacture a bolt-in motor mounts for these vehicles. These mounts are designed to utilize the stock Ford crossmember and stock V8 rubber mounts. The Ford rubber mount is a common V8 support, but we offer them for your convenience. When installing a small block into the 2WD vehicles we recommend using either the C4 or AOD transmission. The newly redesigned 713015 mounts bolt to the stock frame hole and are sloted to customize the best engine location for your vehicle. The components listed on the previous page are items that will assist you in this engine swap.
MOTOR MOUNTS: We offer a one piece motor mount for installing the Ford V8. These mounts require that you drill two holes into your existing crossmember to secure the block. These rubber insulated mounts can then be bolted to the crossmember, and then the block set in. These mounts will place the engine high enough for oil pan clearance.
TRANSMISSION UPGRADES WITH V8 ENGINES: When installing a new transmission into these vehicles, we prefer to leave the stock transfer case in its original position. This alleviates driveline modifications and, in most cases, floorboard modifications. Ford used three different transmission assembly lengths between the manual & automatic transmissions mentioned earlier. Most of the adapters that we manufacture will give you three adapter options to directly replace your existing transmission. Some of the new transmission lengths are not exactly the same overall length, but the driveshaft and crossmember will normally compensate for this. We recommend that you measure your existing transmission assembly and compare this measurement to the adapters below. (Most transfer case adapters include an adapter housing and output shaft).
T5 5 speed: This transmission is 15-1/8” long (with a 7” bellhousing). This transmission was used in the Mustangs until 1995. When purchasing a T5 transmission or bellhousing from a Mustang, be aware that the 1994 & 1995 T5 transmission input shaft is 5/8” longer than a 1984-93 transmission. The Mustang T5 clutch mechanism is cable operated, whereas the Bronco II / Ranger clutch mechanism is hydraulic. A hydraulic slave cylinder will need to be fabricated for these applications.
Download Ford Ranger Bronco II 2WD - 4WD Trucks V8 Engine Conversion PDF Manual
Why? Because Chevrolet is back, with build quality across all model lines that rivals Japanese and German brands. Sure, there are still a few models with too much plastic, but the difference these days is the plastic is of a much higher level of quality and the Japanese brand most likely to interest a full-size truck buyer is no better.
With a 40 percent bump in city fuel economy and 25 percent overall efficiency improvement, buying a Hybrid over a regular gasoline only powered Silverado makes sense. Estimated fuel economy for both two-wheel drive and four-wheel drive models is the equivalent of 11.2 L/100 km in the city and 11.7 on the highway via the US EPA cycle. Combined with a 98-litre fuel tank, the Silverado Hybrid delivers a cruising range of more than 800 km.
The Silverado Hybrid’s excellent economy is derived from General Motor’s advanced Electrically Variable Transmission (EVT) and 300-volt nickel-metal hydride Energy Storage System (ESS), which work with the standard 6.0L V8 gasoline engine with active fuel management and late intake valve closing technology. GM’s hybrid technology system enables the Silverado to drive up to 50 km/h on electricity alone and allows the Vortec 6.0L V8 engine to operate in more economical V4 mode for longer periods.
In the Silverado Hybrid, the hybrid system itself generates the electricity used to propel the vehicle. When the brakes are applied or the vehicle is coasting, the electric motors within the hybrid system create electricity and store it in the 300-volt battery. This stored energy moves the vehicle and the regenerative braking cycle is renewed.
The two-mode hybrid system provides seamless, dependable power on demand in an efficient package. The two-mode system was first introduced on the 2008 Tahoe Hybrid.
As part of the vehicle’s emission control system, the ESS is warranted for eight years/160,000 km.
The Silverado Hybrid is offered in the crew cab body style on both two-wheel drive and four-wheel drive models. Each model is equipped with several standard, popular features, including StabiliTrak electronic stability control system, a locking rear axle and a trailer package.
On the safety front, the Silverado Hybrid offers dual-stage frontal airbags and head curtain side airbags, and according to GM it is the only full-size truck with five-star side-impact ratings in U.S. Government crash tests.
Integration of the hybrid system on the Silverado is seamless – the battery pack is beneath the rear seat – and delivers a quiet driving experience. Contributors include a new exhaust system and resonator tuned for the 6.0L engine’s active fuel management operation; additional engine intake induction tuning for reduced interior noise and pleasing sound quality; low-rolling resistance, “quiet-tuned” tires; an electrically driven 300-volt air conditioning compressor that reduces vibration and allows the standard, tri-zone HVAC system to cool the passenger compartment even when the gasoline engine is shut off; and the ESS cooling system internal fan is tuned to be quiet at low vehicle speeds.
Hybrid system power output is 332 horsepower, with a sizeable 367 pound-feet of torque available. This truck offers surprising acceleration, with ample power for day to day passing on highways.
Along with quietness, the Silverado Hybrid also delivers exceptional driving smoothness, thanks to specifically tuned shocks and a hydraulic body mount. Located on the passenger side of the chassis, the hydraulic mount provides a dramatic improvement in highway driving smoothness, particularly on rough or choppy road surfaces. During my test week over some really bad roads, I noticed the “rebound” over potholes I normally experience when driving a body on frame truck was much lower than some competitor’s models.
My test Silverado was finished in blue with a beige leather interior, and included the “2HY” package which includes navigation with XM Satellite Radio with XM Nav Traffic, Bose audio system, leather seats, power adjustable pedals, and ultrasonic rear parking assist, among myriad standard features.
Pricing starts at $47,505 while the four-wheel drive model starts at $51,655. This is a feel-good buy that’s equally at home working hard at a construction site, or as a full sized commuter.
