Starting the V10 swap in 99 F-150
Thread Starter
|
Technical Article Contributor
Joined: Dec 2008
Posts: 928
Likes: 9
I popped the headgasket on my Lexus at 12 PSI, but it was also 10.5:1 compression. Now it's 9.3:1 and has ARP head studs, but I digress...
Here's some pictures!
Maybe I'll clean this up someday...
I think this is my favorite picture of the whole swap
Member
Joined: Jan 2011
Posts: 91
Likes: 0
Thread Starter
|
Technical Article Contributor
Joined: Dec 2008
Posts: 928
Likes: 9
boost!
Thread Starter
|
Technical Article Contributor
Joined: Dec 2008
Posts: 928
Likes: 9
Thread Starter
|
Technical Article Contributor
Joined: Dec 2008
Posts: 928
Likes: 9
Thread Starter
|
Technical Article Contributor
Joined: Dec 2008
Posts: 928
Likes: 9
I drove the V10 truck on a fairly lengthy road trip last week. Tucson, AZ to San Francisco, CA and back of course. I'm happy to report that I had no mechanical problems. My fuel economy calculated at ~15 MPG, but I later was informed by a CA COP that my speedo reads significantly slow - like 20%. I got my first speeding ticket in over 20 years - 89 in a 65. I guess that means my mileage was actually ~18 MPG.
I was fully loaded with 4 adults, my handicap scooter, spare batteries for the scooter, 6 gallons of water, luggage, tools, beer, winch, etc so all in all, 18 MPG isn't too bad for 415 cubes.
I must say that the the V10 was fantastic on hill climbs at speed. It rarely had to downshift to maintain speed in spots where I had to floor it with the V8.
I was fully loaded with 4 adults, my handicap scooter, spare batteries for the scooter, 6 gallons of water, luggage, tools, beer, winch, etc so all in all, 18 MPG isn't too bad for 415 cubes.
I must say that the the V10 was fantastic on hill climbs at speed. It rarely had to downshift to maintain speed in spots where I had to floor it with the V8.
Senior Member
Joined: Jul 2004
Posts: 6,200
Likes: 39
From: Easton, Pa.
An awfull lot of hassle to put up with after reading all the posts.
Before ever starting a swap with unknowns, all research and understanding of the PCM to motor and PATS relationships should be known.
Certainly a dealer would never want to have anything to do with such a hassle because there are no gaurrenties about anything and even they don't know any more than anyone else about such swap attempts..
Using any hardware and PCM driving a dash expeciting pulse rates to be the same is a no go right away.
For PATS, there is a word in program that has to have the correct bits set for the PATS to work, the correct gear ratio, the correct tire size etc.
Transmissions have different wiring, converter lockups,and pressure control needs between E4OD, 4R70 and 4R100. If there were interchangable, there would not be a problem, but not so.
With a swap there are so many upsets taking place that it's no wonder there are many issues, guessing, money spent etc then even if something works, it's often not right.
I normally don't get involed in these threads but could have told you you would have many issues before it was even close to working.
This is why there are words called 'Engineer', and engineering.
Trying to be one in the back yard is a tough way to go when dealing with computer control and you have no way to do software let alone match up hardware..
The only way to go for such a swap attempt is to buy or have access to a complete V10 truck for all parts and to use all of the running gear, computer and everything that can be tranferred over.
Then you are left with exhaust, cooling and lessor items to work out without so much deep 'engenerring' to accomplish.
It's would be much easier to put F150 Emblems on an F250 V10 and call it a day. You end up with the same thing as a swap a lot cheaper and more reliable.
Good luck.
Before ever starting a swap with unknowns, all research and understanding of the PCM to motor and PATS relationships should be known.
Certainly a dealer would never want to have anything to do with such a hassle because there are no gaurrenties about anything and even they don't know any more than anyone else about such swap attempts..
Using any hardware and PCM driving a dash expeciting pulse rates to be the same is a no go right away.
For PATS, there is a word in program that has to have the correct bits set for the PATS to work, the correct gear ratio, the correct tire size etc.
Transmissions have different wiring, converter lockups,and pressure control needs between E4OD, 4R70 and 4R100. If there were interchangable, there would not be a problem, but not so.
With a swap there are so many upsets taking place that it's no wonder there are many issues, guessing, money spent etc then even if something works, it's often not right.
I normally don't get involed in these threads but could have told you you would have many issues before it was even close to working.
This is why there are words called 'Engineer', and engineering.
Trying to be one in the back yard is a tough way to go when dealing with computer control and you have no way to do software let alone match up hardware..
The only way to go for such a swap attempt is to buy or have access to a complete V10 truck for all parts and to use all of the running gear, computer and everything that can be tranferred over.
Then you are left with exhaust, cooling and lessor items to work out without so much deep 'engenerring' to accomplish.
It's would be much easier to put F150 Emblems on an F250 V10 and call it a day. You end up with the same thing as a swap a lot cheaper and more reliable.
Good luck.
Last edited by Bluegrass; May 15, 2012 at 03:11 AM.
Thread Starter
|
Technical Article Contributor
Joined: Dec 2008
Posts: 928
Likes: 9
An awful lot of hassle to put up with after reading all the posts.
Before ever starting a swap with unknowns, all research and understanding of the PCM to motor and PATS relationships should be known.
Certainly a dealer would never want to have anything to do with such a hassle because there are no guarantees about anything and even they don't know any more than anyone else about such swap attempts..
Using any hardware and PCM driving a dash expecting pulse rates to be the same is a no go right away.
For PATS, there is a word in program that has to have the correct bits set for the PATS to work, the correct gear ratio, the correct tire size etc.
Transmissions have different wiring, converter lockups,and pressure control needs between E4OD, 4R70 and 4R100. If they were interchangeable, there would not be a problem, but not so.
With a swap there are so many upsets taking place that it's no wonder there are many issues, guessing, money spent etc then even if something works, it's often not right.
I normally don't get involved in these threads but could have told you you would have many issues before it was even close to working.
This is why there are words called 'Engineer', and engineering.
Trying to be one in the back yard is a tough way to go when dealing with computer control and you have no way to do software let alone match up hardware..
The only way to go for such a swap attempt is to buy or have access to a complete V10 truck for all parts and to use all of the running gear, computer and everything that can be transferred over.
Then you are left with exhaust, cooling and lessor items to work out without so much deep 'engineering' to accomplish.
It's would be much easier to put F150 Emblems on an F250 V10 and call it a day. You end up with the same thing as a swap a lot cheaper and more reliable.
Good luck.
Before ever starting a swap with unknowns, all research and understanding of the PCM to motor and PATS relationships should be known.
Certainly a dealer would never want to have anything to do with such a hassle because there are no guarantees about anything and even they don't know any more than anyone else about such swap attempts..
Using any hardware and PCM driving a dash expecting pulse rates to be the same is a no go right away.
For PATS, there is a word in program that has to have the correct bits set for the PATS to work, the correct gear ratio, the correct tire size etc.
Transmissions have different wiring, converter lockups,and pressure control needs between E4OD, 4R70 and 4R100. If they were interchangeable, there would not be a problem, but not so.
With a swap there are so many upsets taking place that it's no wonder there are many issues, guessing, money spent etc then even if something works, it's often not right.
I normally don't get involved in these threads but could have told you you would have many issues before it was even close to working.
This is why there are words called 'Engineer', and engineering.
Trying to be one in the back yard is a tough way to go when dealing with computer control and you have no way to do software let alone match up hardware..
The only way to go for such a swap attempt is to buy or have access to a complete V10 truck for all parts and to use all of the running gear, computer and everything that can be transferred over.
Then you are left with exhaust, cooling and lessor items to work out without so much deep 'engineering' to accomplish.
It's would be much easier to put F150 Emblems on an F250 V10 and call it a day. You end up with the same thing as a swap a lot cheaper and more reliable.
Good luck.
FYI, my title at my job is Systems Engineer. I'm a problem solver. My company pays for me to fly around the country (or drive if I choose to do so) to solve problems. It's what I do. It defines who I am, and I'm very good at it.
My point of all the blabber above is that I knew going into this that there would be issues. I expected to deal with PATS and I expected there would be unexpected issues.
BTW, I corrected all the misspellings in your post when I quoted it. I know most people don't care, but that stuff bugs me. Hope you don't mind.
Technical Article Contributor
Joined: Oct 2005
Posts: 25,641
Likes: 19
From: MI
It's been done and fairly simply- I already tried to tell you earlier where to look and what to do. You ignored it. A problem solver doesn't do that. At least a good one doesn't.
Look way back in this thread, you'll see.
Look way back in this thread, you'll see.
