questions about efi options

[turbokid]

hello guys i have a few questions about some ideas i have. firstly i'll say im not well versed in all the technical names of different ford transmissions and transfer cases but im learning. i came from the turbo import world so cut me some slack.. ;D

now then im neck deep in a frame off rebuild of my 76 and i wanted fuel injection and more freeway friendly gears. so i was thinking buy a late 80s early 90s f150 pull the engine trans and transfer case in one unit, build the necessary mounts, get driveshafts cut and use the whole deal.. possible?

next idea was a fullsize bronco, same deal, engine, trans, transfer case all used together. will either of these options work?

i dont really want to mix and match or piece together a setup from 13 different cars because IMO thats asking for troubles.

any help appreciated.

-turbo

 

[trailpsycho]

The engine (5.0 or 351W), tranny and transfercase from a Bronco or F150 can be used, but the EFI intakes from the aforementioned will need to be swapped out for a car model 5.0 intake. The truck and van intakes are too tall...especially in the 351W flavor. A "Lightning" motor would fit, but are very rare. Another option, if you want a 351W is to take all the stuff, keep the truck lower intake, buy a BCBroncos adaptor plate and bolt on a 5.0 car upper intake...this will clear the hood in the Bronco and solves most of the problems. Might want to start doing some research. Start reading on www.fordfuelinjection.com . There were several tech articles written there that outline quite a bit of the pitfalls with what works, what doesnt (work as well), and the whys and hows. As well, lots of good threads on this site...do a search, grab a few coffees and plan on spending some qulatiy PC time.

Hope that gets you started a bit. One thing you will learn is that most of the truck, van, Bronco EFI stuff was speed density. Works great when kept stock, but starts to have more problems making calculations and adapting as power adders, cams, aftermarket heads and other goodies come into play. The great thing about the 5.0 Mustangs is that their programming (MAF) allowed for greater adaptation to power mods and upgrades...so most folks will tell you to convert to MAF, which will require some slight modifications to the SD harness, some addtional sensors and a different ECM (comp). People have gone btoh ways with success.

To give you the very straight answer...Yes, you can do what you ask if you are willing to cut your hood and add ~3" of body lift to clear the truck's upper intake...if your not willing to do that...then see the above.

Good luck with your frame off...let us know what other Qs you might have. By the way, are you looking to go 5 spd or auto?

Oh yeah, and welcome to ClassicBroncos

 

[turbokid]

thanks for the help. the speed density setup is fine with me i dont plan on adding hotrodding parts to my bronco. i just want it to start every day when i get in it, summer or winter.
i was more concerned about the f150 (or f250) or fullsize bronco transfer cases fitting in my bronco frame. i've heard different things about some cases being to big, or some transmissions being to long and affecting driveshaft angles etc. any problems there? im hoping for a 5 speed but for the right donor car price i'll switch to auto

i've been doing alot of searching but where i get confused is where folks speak of np435, nv4500, ZF, atlas, D20 etc.. im not sure which parts were offerered on which vehicle for which year.. you guys got me all over the internet cross referencing whats what, haha.

thanks alot for the help trailpsycho i love your paint BTW.

 

[garberz]

The newer FS Broncos will have the 5.0 or 5.8, but if it's an auto trans it will be an E4od, which will be too wide and too long for a EB. If you can score a Explorer or Mountaineer, then you would be off to a better start. The 4wd auto trans, 4r70 will be a way better fit. Then you'll also have some transfer case options. You can search each component on this board and have way more info than you can stand. good luck

 

[trailpsycho]

As far as 5 spds, ZFs were in Fords (both in deisel and gas versions)...you want a gas. I believe the NP205 were the standard transfer case behind these....maybe and NP241...someone else can answer that better.

NV4500s were installed in Chevy and Dodge gas and deisel applications. I am running a Dodge version. Its a great HD tranny that still shifts pretty decent. 1st gear is 5.6:1 2nd, 3rd and 4th are very close in ratio to the stock 3spd. 5th is anice deep 27% OD. Alot of manual drivers really want some intermediate ratios, so they opt for the lighter duty NV3550. I ran one for about 6 months, its a nice sporty tranny, shifts quick...short shifters are available as well. Some tranny shops will tell you to be wary of them however. BUT most folks on this board have had good luck wiht them.

The ZF and NV4500 are pretty similar in gearing and strength...some would say the 4500 is stronger. The ZF has an integrated bellhousing that (from a gas 5.8) will bolt right up to your 5.0 or 5.8. It also has an integrated hydraulic slave cylinder in the bellhousing for the clutch (will still need a master cylinder). BCBroncos sells all the stuff you would need to swap it in.

Most of the vendors will sell you an NV4500 kit(bellhousing adapter and transfercase adapter, a bracket for the D20 shifter and the proper clutch disc)...although you can probably source the tranny cheaper on your own ( the kit should be in the $750-850 range). The entire packages are pretty pricey. I and others have sourced them for much cheaper than the vendors sell them... You will need a stock Bronco bellhousing and use the standard Bronco clutch and parts (other than the clutch disc which comes in the kit).

Transfercase-wise...there is an adapter to mate the D20 to the ZF. There are adapters for just about anything these days. An Atlas is a great choice and is typically configured when you buy it to mate to whatever you have. A Stak box is also a great choice, but both of these aftermarket options are $$. It all depends on what you really need/want. You can rebuild and beef up a D20(lower gear set, HD output shaft and twin sticks), but you will spend about 65-70% of the cost of an Atlas to do that.

As far as fitment of an NP205 or a fully clocked up Atlas...you are probably looking at some additional fab work to clear the frame, the floor or custom crossmember (not a big deal). You can search for more details on specifics to these various components...the search function (just above) works great on this site.

Again, welcome to the site and have fun with the new Bronco.

 

[rjlougee]

All of the stock transfer cases used on the EFI versions of Big Broncos/F150s will be too wide to fit between the frame rails of an EB. Those T-cases are out; however, Ford was nice enough to use the same non-symmetric 6 bolt pattern and 31 spline output shaft (on the 1/2 ton - 1 ton stuff) from the late '70s on. The good news, an NP205 is a direct bolt on and will fit between the EB frame rails. You can also use my ZF/D20 adapter to bolt a D20 to the stock 4WD tranny housing.

Some years ago (like... '98?) I put a stock MAP EFI 5.8 from a '94 into my EB. I kept it like that about a year, then got rid of the stock truck intake and added the GT-40 upper/lower, but kept the SD EFI. After a little longer I swapped new SEFI MAF wiring in and added an A9x EEC. The stock truck intake made better torque at lower RPMs (like 1200 vs. 1600) than the GT-40 intake, but the MAF SEFI wiring really woke the engine up. No "real" dyno numbers, but the highly calibrated "butt-dyno" says it was worth probably 40 HP or better. It was surprisingly quick.
Joe