To EGR or not to EGR on my 5.8. That is the question.

[Soren]

My EB is a '68 for emission porpoises as per Az laws. The Feds only call for PVC on 68's The title and multiple VIN numbers all match. The heads are not "P" versions but are GT40. The long EGR hole connecting all the exhaust ports was never drilled. I bought them from a JY in Flagstaff. The doner vehicle is unknown. Nothing about my EB has anything to do with Ca. Yea. I believe it was and still is a carbureted engine. So the engine compartment looks like a '68 EB. That's more important to me than EFI.

jckkys, thanks for your insight. It's great to see that some of you are keeping the original Broncos running!

My '66 doesn't look much like it did. It wasn't a great off-road vehicle (or very safe) with the original engine, solid steering shaft, manual steering, manual drum brakes, and lap belts. So, I made the decision 20ish years ago to modify it and I don't think I'd change that. I wanted/needed something I could use to go anywhere and I'm still fortunate enough to be able to do all of the things I enjoyed back then... and, some of the local rock climbing crags are much easier to get to in a 4x4 that you don't need to keep from getting scratched.

 

[ntsqd]

What heads are on the engine that I had built: https://www.airflowresearch.com/165cc-sbf-street-cylinder-head/p602

 

[Soren]

What heads are on the engine that I had built: https://www.airflowresearch.com/165cc-sbf-street-cylinder-head/p602

These look like really nice heads... 5 angle valve job and fully CNC ported for $2K seems like a great price. I just have to figure out whether I want to spend the extra on something like this vs. a lower performing stock head like the GT40Ps (assuming that ends up being an option). I was hoping to find something cast and assembled in the U.S., but I've only found a couple of companies that use U.S. foundrys and their street legal options are slim to none.

I'm not sure I know from the previous discussion... is your engine a 5.0L Explorer swap or something else? Just curious what it was that you actually got to pass in your state.

 

[ntsqd]

It's a very truck specific 408 (low RPM torque focus) and it's not yet installed.

 

[904Bronco]

So to add...

Smog in Oregon, my son lives west of Portland...
Currently the greater Portland area and the Medford area requires a bi-annual smog. The rest of the state does not.

 

[ntsqd]

30 years ago the smog in the Willamette Valley was bad, I doubt that it has gotten better since. I recall rules about fire places and pellet stoves. Vaguely even something about catalytic converters on chimneys.

 

[EPB72]

These look like really nice heads... 5 angle valve job and fully CNC ported for $2K seems like a great price. I just have to figure out whether I want to spend the extra on something like this vs. a lower performing stock head like the GT40Ps (assuming that ends up being an option). I was hoping to find something cast and assembled in the U.S., but I've only found a couple of companies that use U.S. foundrys and their street legal options are slim to none.

I'm not sure I know from the previous discussion... is your engine a 5.0L Explorer swap or something else? Just curious what it was that you actually got to pass in your state.

the heads linked in this post , say EO# applies to 95 and older so if using on 96-01 might be out of luck.

so it looks like in Portland area 75 and older vehicles are exempt from Bi annual and initial registration and Medford area is older then 20 years are exempt. ...

Again 75 and older are exempt in california ..

 

[ntsqd]

the heads linked in this post , say EO# applies to 95 and older so if using on 96-01 might be out of luck.

so it looks like in Portland area 75 and older vehicles are exempt from Bi annual and initial registration and Medford area is older then 20 years are exempt. ...

Again 75 and older are exempt in california ..

Yea, that's why I pointed out the Lightning reference. Since they stopped in '95 pretty much all EO'd parts for 5.8L's are limited to '95 and older. It is also why the occasional '95 with OBD II & MAF is the configuration that I would match.

What is needed to know is what the OP's state is going to require of his vehicle. All of this may be way beyond what is required.

 

[Soren]

Yea, that's why I pointed out the Lightning reference. Since they stopped in '95 pretty much all EO'd parts for 5.8L's are limited to '95 and older. It is also why the occasional '95 with OBD II & MAF is the configuration that I would match.

If the ‘75 and older are exempt even in CA, does it matter? Or, is it only exempt if it has the original engine? If all ‘75’s and older are exempt couldn’t a person just do what makes sense from a performance and cost perspective (I.e. the Explorer swap)?

I tried looking for a 1995 ECM with OBD II & MAF and it seems like the prices are widely different between sellers ($400 - $1,200+) and almost nobody lists whether what they are selling is for a MAF system or a SD system. It looks like I need to figure out part numbers for this. Finding a wiring harness seems difficult too. It seems like using parts from a ‘95 could get pricey.

 

[ntsqd]

In that age range it matters if you or someone before you was dumb enough to tell the State that an engine change had occurred. In the later year vehicles it becomes much more important. And in states other than KA it only matters if they're following in KA's footsteps on emissions testing and laws. Didn't I see that you're in ID?

I know that OBD II trucks were built earlier than '95, what I don't know is which configuration, how common those are, and how much older they go. As best as I know there is no physical difference between a '96 OBD II 5.8L and a '95 OBD II 5.8L, only the year on the door jam sticker. As a transplanted engine the ability to confirm it being one year over the other is lost. So claim it's a '95 even if most of the parts are sourced from 96's.

 

[Soren]

In that age range it matters if you or someone before you was dumb enough to tell the State that an engine change had occurred. In the later year vehicles it becomes much more important. And in states other than KA it only matters if they're following in KA's footsteps on emissions testing and laws. Didn't I see that you're in ID?

Yeah, I’m in Idaho for now. OR, and/or WA in the not too distant future. The state doesn’t know I switched out the motor many years ago for the 351w that’s in it now (cracked cylinder wall). For a few years I even had to have it emissions tested and it passed without issues. Now they’ve gotten rid of emissions testing for everyone.

I know that OBD II trucks were built earlier than '95, what I don't know is which configuration, how common those are, and how much older they go. As best as I know there is no physical difference between a '96 OBD II 5.8L and a '95 OBD II 5.8L, only the year on the door jam sticker. As a transplanted engine the ability to confirm it being one year over the other is lost. So claim it's a '95 even if most of the parts are sourced from 96's.

I’m guessing that if I put the ‘97 explorer conversion in it that nobody would know enough to spot that I was using a 5.8 block instead of the 5.0. I’m leaning towards that route, but want to check into what a ‘95 would look like… Going with the ‘95, but with the lightning manifolds, seems easier to spot as non-OEM than a different block hiding underneath everything.

 

[ntsqd]

AFAIK the Lightnings were all SD, so a "Lightning" engine with a MAF would probably trigger some questions.
OTOH, if it looks like an Explorer engine then I doubt that many would notice the difference.

 

[Soren]

Yeah, that’s exactly what I’m thinking… even for someone who know the difference between a 5.0 and 5.8, if they’re not specifically checking for the 5.8 it would be easy to miss.

MAF on something that’s supposed to be SD, or the lightning intake on something that’s supposed to have the truck intake would be really obvious.