1995 F-150 Engine Swap?
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I am seriously considering this swap. I have a 96' Eddie Bauer with a 302 with 271K miles on it. Doesnt smoke or drip a bit of oil and runs excellent but for when it does decide to go, I want another ready to drop in. My biggest concern is in North Carolina, we have inspection. I dont think they use the sniffer in the tailpipe anymore and only check the computer for codes. Think this might be a problem?
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From: North Reading Ma
Along with all of the good points that have been posted you should note that F 150s did not come with 460s. The front springs and other suspension components might also have to be changed.
The 351 would be the logical choice but towing a fifth wheeler isn't just about power. I tow a 25 ' fiver with my F 150 but it only weighs 4500 lb and the pin weight is 800 lbs. If the pin weight on your fiver is much over 1000 lbs you should go with a 3/4 ton. I love my 1/2 ton as a DD but if I was going to have a dedicated hauler it would be a 3/4 ton for anything over 5000 lbs.
YMMV
rikard
The 351 would be the logical choice but towing a fifth wheeler isn't just about power. I tow a 25 ' fiver with my F 150 but it only weighs 4500 lb and the pin weight is 800 lbs. If the pin weight on your fiver is much over 1000 lbs you should go with a 3/4 ton. I love my 1/2 ton as a DD but if I was going to have a dedicated hauler it would be a 3/4 ton for anything over 5000 lbs.
YMMV
rikard
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From: michigan
no need to change the springs unless there wasted on the truck already go sit on the hood of your truck it wont sag that much the 460 only weighs a couple hundred pounds more
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From: North Reading Ma
The manufacturers will spec different spring rates depending on the engine installed and other options such as A/C. This is done not only for ride hieght but also for braking performance.
Regards
rikard
Regards
rikard
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From: michigan
thats just my opinion tho im not saying dont do it all thats up to the OP
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From: st. pete, fl
It's not the firing order that matters
S/D systems use batch fired injectors so the injectors do not have to be sequenced to match the ignition firing order like they do on sequential fire MAF systems.
That does matter is that the 351 will be consuming 16% more air than a 302 and the fuel system will need to supply 16% more fuel. That will run it right off the fuel/air/spark map which typically will accommodate values that are 12% or less out of the expected range.
Will it work with the 302 processor? Yes.
Will it have anywhere near the performance that it should have - and would have with the 351 processor? Not a chance.
Will it go into limp home mode to protect the engine from going lean and burning pistons? Quite possibly and if it does it will drink like a sailor on liberty.
S/D systems use batch fired injectors so the injectors do not have to be sequenced to match the ignition firing order like they do on sequential fire MAF systems.
That does matter is that the 351 will be consuming 16% more air than a 302 and the fuel system will need to supply 16% more fuel. That will run it right off the fuel/air/spark map which typically will accommodate values that are 12% or less out of the expected range.
Will it work with the 302 processor? Yes.
Will it have anywhere near the performance that it should have - and would have with the 351 processor? Not a chance.
Will it go into limp home mode to protect the engine from going lean and burning pistons? Quite possibly and if it does it will drink like a sailor on liberty.
what does the MAF do? measure the air flow?
so the 351 sucks more air right? so would bolting a supercharger up to the 302.
would you say a supercharger may flow more air than that 351? possiply
did the supercharger kits change any of the computer or MAF tuning to accommodate that extra air? no
then how did they do it? simply bump up the fuel pressure...
now if the 302's computer can handle up to a 12%+/- difference, in flow, the 351 is 16% thats only a 4% difference? right?
let me ask you this: have you ever done a 351 swap using a MAF 302? if you haven't? then how do you know it wont have the performance it should? or potentially have?
you dont know if it will go into limp home mode?
I DID do the swap and from MY EXPERIENCE i have WAY more power than my 302 ever did! does my setup throw any codes, CEL, go into limp home mode, drink excessive amounts of fuel? NO! i have yet had a single code get thrown after my swap!
my 302 with 35 inch tires couldnt hardly carry the trucks own weight up a steep over pass at 60 mph without downshifting, it was lacking power. the 351 with 35's pulls a 4500 lb load up the same over pass at 70 mph, without downshifting.
my 302 coudnt pull a 6500 lb boat out of the water, my 351 can easily pull a 8500 lb boat out of the water...
i pulled trailers just about every other day with my truck, the smallest being about 3000 lbs, the largest being around 12,500.
no wonder i never come to this site any more...
Last edited by aswaff400; Oct 29, 2012 at 07:41 AM.
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From: Copley, Ohio
Read what I posted. It was said with specific reference to a speed/density system which he stated he had not to an MAF system which you stated you have. MAF systems work well with modifications precisely because they do not have the built-in ±12% limitation of speed-density systems.
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this is bugging me...
what does the MAF do? measure the air flow?
so the 351 sucks more air right? so would bolting a supercharger up to the 302.
would you say a supercharger may flow more air than that 351? possiply
did the supercharger kits change any of the computer or MAF tuning to accommodate that extra air? no
then how did they do it? simply bump up the fuel pressure...
what does the MAF do? measure the air flow?
so the 351 sucks more air right? so would bolting a supercharger up to the 302.
would you say a supercharger may flow more air than that 351? possiply
did the supercharger kits change any of the computer or MAF tuning to accommodate that extra air? no
then how did they do it? simply bump up the fuel pressure...
And yes, the MAF measures the air flow. The problem is that the computer expects certain things to happen at certain times. If the engine is running at 2500 RPM but it flowing enough air to run at 4000 RPM, the computer will suspect something is wrong and go into limp mode.
There are companies that will do mail order tunes. Whether they can do them to the truck computer, I don't know. I have a mail order tune for my '92 5.0 Mustang.