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Ford V8 conversion questions

R

Reverend

Member
Joined
Sep 30, 2005
Location
San Antonio, TX
I've been poking around the web on this and it seems like most people talk about the "early 90's" SBF engines.

Why?

I don't know enough about Ford engines, but why not get a much later engine, with (presumably) better engine management and more power? All aluminum?

Is it because of cost, or different motor mounts or measurements (trans-to-shifter hole in teh car) etc? Anyone know?
 
it's because of the size of the modular V8 engine. it's a gigantic beast, and is no longer considered a SBF.

in fact it's basically the size of an old 460.
 
Yes to all of your questions.

Engine swaps are always way involved past the welding of new engine mounts. Trans tunnel clearance, shifter location, crossmember mods, sump mods, header clearance, fueling needs, accessory clearance, etc.

This has been discussed quite a bit.
 
the modular motors are freaking huge... and WIDE jesus they're wide. I saw one still sitting in a crown vic at the JY, someone absconded with the front end but left the engine, that thing is massive. I think it would fit (after a fashion) but it would be a fair amount of work for a negligible (stock vs stock) increase in power, if any at all.
 
Reverend said:
I've been poking around the web on this and it seems like most people talk about the "early 90's" SBF engines.

Why?

I don't know enough about Ford engines, but why not get a much later engine, with (presumably) better engine management and more power? All aluminum?

Is it because of cost, or different motor mounts or measurements (trans-to-shifter hole in teh car) etc? Anyone know?
Click to expand...

good chance the newer modular motors shares 0 in common with the older 5.0 motors, probebly not even a single bolt is shared between the two

also look at when the kits had been made originally, that was the only SBF option at the time that was practical to use, they are proven to work and install.

the market for such swaps is too small to spend the time and money trying to get a "newer" engine to be used...that is how I would see it from the business persons view, sure if someone was willing to give Converse or anyother company a blank check, they'd be willing to try and stuff a newer motor into a Volvo, either you'll have to do it yourself, or you will have to wait around for someone else to try and do it...I wouldn't hold my breath waiting :)
 
motor-4.6-4V-004.jpg


Granted, that's a DOHC instead of an OHC, but it illustrates the reason the 5.0 is a much more common swap.

An LS1 has an aluminum block and might not weigh much more than a B230Ft deos.
 
Whut? So the good old 302 isn't made anymore? (this is the part about not knowing **** about Ford engines)

[later...]
Hep! Wikipedia says that the 5.0 was retired in '96. This means that any 5.0 is "the same" (and will work in the Volvo), up to and including '96, crate engines, and whether they are from trucks, cars or other equipment?
 
Reverend said:
Whut? So the good old 302 isn't made anymore? (this is the part about not knowing **** about Ford engines)

[later...]
Hep! Wikipedia says that the 5.0 was retired in '96. This means that any 5.0 is "the same" (and will work in the Volvo), up to and including '96, crate engines, and whether they are from trucks, cars or other equipment?
Click to expand...

you can pick up brand new 0 mile motors from Ford, even Summit Racing has them in their catalog for not too much $$$, all new if want....same goes for older style Chevy engines
 
I've got a '91 940 with a 5.0 in it -- feel free to send any questions my way.

For the record, according to Ross Converse, the '94 - '96 5.0's are slightly different (and more difficult) to install in the Volvo. I don't know why, that's just what I was told.

I do know that LT1s and LS1s have been put into Volvos . . . they're more or less shoe-horned in, but they can get in.

I like the 5.0 mainly because it's simple, easy to work on, reliable, and performance parts are pretty darn cheap.
 
dieselboy said:
get a 5.0 out of a 96 - 01 explorer they have gt40p iron heads, roller cam, cobra intakes, and a few other items.
Click to expand...

+1 although the GT40p heads pose a small issue when it comes to header pipes. I was lucky to find a set of Mac GT40p specific shorties. It's almost a Cobra intake, but it's reversed. One of the great things about the Exploder motors is that they have a shorter water pump and thus the accessory pulleys are closer to the block. This gives more room for an electric fan. I have 4.25 inches and had to use dual Flexi-Lites as they were the thinnest and had enough cfm's. If I did it again, I'd definitely get the accessory brackets from the Exploder.
 
yeah, that's a lot more room than I had to work with! I only learned after the motor was completely built and about to be dropped in!
DSC_0135.jpg

TXVolvoMeetOctober2007016-1.jpg

PICT0001va4.jpg

motora.jpg
 
GT40p heads have a new spark plug angle and thats what limits the header choice. They are also iron heads. If you want to run a good amount of boost, then aluminium is the way to go. I think the distributor looks better than coil packs and is cheaper, too.

As money is always an issue....shop around, but if you want to go crate motor DSS is hard to beat. Pick up an issue of Muscle Mustangs and Fast Fords magazine and look. I raced a DSS bullit long block for ten years without a hick-up !!!! Support girdles rock. Make sure you buy a roller motor, not slider. Might as well start right. E303 cams are BS idle and not worth the hassle, IMHO. I love the Comp Cams myself for boosted applications, in both vehicles.

www.madadder.com look at the GT (557 @ crank) and Bronco (440 @ crank). I know a little, ha ha.

Big thing is know what you want power and use wise and then buy the right parts.
Tony 607-725-8317
 
For sure with the Ford lump, I would want to run aluminum heads to keep the weight down. I have heard that the LS1 doesn't weigh much more than a Honda S2000 engine. I wonder if that means the S2000 block is iron as I can't see a 4-cyl aluminum engine and a 8-cyl aluminum engine weighing anywhere near the same. The Honduh is DOHC and probably vtec, though, which would add weight.
 
The best motor today is definitely the LSx in aluminum, much lighter than the old LT's. The old Ford lump? Aluminum heads make the motor weigh the same as the B230, iron heads make it weigh 100 pounds more. The E-303 doesn't have idle issues...the tuner does. It wasn't my first choice, but Dallas County has extremely strict emissions standards. Every 'Stang head I've met loves to bash my engine...I love it! I built my engine from the ground up for the street, although I have had it on Texas Motor Speedway. Although many have turbo'd their V8 Volvos, it's really not neccessary, just something to do. Any V8 Volvo conversion driver (as opposed to armchair quarterbacks) will tell you the real issue is traction. Even w/ a bone stock 5.0, 240's and 7-9's can get squirrley REAL quick. Trick the motor up? Leave it home on rainy days!
 
Ahhh... it's getting juicy!
So one thing to do is to get the Explorer waterpump and accessory brackets on whatever engine I may get, as that is closer to the block?
Is the Cobra intake better than the .. uhh.. regular one? My thoughts have always been a healthy amount of torque as I drive my cars. Peak numbers don't do much for me.

The pictures are also much appreciated!!
 
the replica Cobra intake is rated to 300 hp. there are better flowing intakes but it depends on how fast can you afford? If you can get a set of GT40p's, they're the best bang for the buck. Check this link out...whoa, the link is dead. I think I downloaded it...hang on...well, here's flow rates anyway...
All data is for stock, unported castings
Intake Flow @ 28" H20
.100" .200" .300" .400" .500"
GT-40P 61 128 169 195 196
GT-40 54 107 157 183 192
E7TE 59 114 144 156 156
'69 351W 52 103 149 174 183
289 50 97 127 156 165
GT-40 (Y303) 64 114 167 199 213
GT-40 (X303) 53 114 170 207 226
Exhaust Flow @ 28" H20
.100" .200" .300" .400" .500"
GT-40P 52 90 123 135 139
GT-40 47 94 119 128 128
E7TE 42 78 105 115 116
'69 351W 48 77 100 113 118
289 37 71 93 104 107
GT-40 (Y303) 52 98 128 137 134
GT-40 (X303) 50 106 139 153 161

As you can see, the gt40p's spank the FRP Y303 aluminums...for way less money!!
 
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