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Generally speaking, Ford engines will interchange almost directly provided that they're within the same engine family. Switching from one engine type or family may require some fabrication, but may be easier on cars like the Fox-chassis Mustang, which used several different types of engine.

The FE-block V8 came in two generations produced from to to cubic inches and to, and cubic inches. Even among vehicles that used several different V8s, V6s, inline-six or four-cylinders, switching from one engine family to the next isn't a straight bolt-in procedure. You may need to replace the front crossmember and transmission. All engines require a transmission with a bell housing bolt pattern that matches the engines.

Swapping the transmission may require a new transmission crossmember and driveshaft. The "Late Windsor" pattern fits all Windsor engines except for theand s made beforewhich used the "early Windsor" pattern. The Late Windsor pattern also fits Cleveland and M-block engines except for the Mthe and inline-six, early 4.

FE-block engines, Ford Y-block, Lincoln Y-block, Flathead and series engines all use a specific bolt pattern that won't interchange with any other engine. This article was written by the It Still Works team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information. To submit your questions or ideas, or to simply learn more about It Still Works, contact us.

Transmission Interchange The "Late Windsor" pattern fits all Windsor engines except for theand s made beforewhich used the "early Windsor" pattern. About the Author This article was written by the It Still Works team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information.One of the biggest intimidation factors for fitting the modular engine is the size of the engine compared to all but the big-block applications of the past.

The engine is fairly wide compared to pushrod applications, which can present challenges for engine installation. The way Ford has designed the engine mounting can also be a challenge with an earlier engine bay. In some applications, the front suspension determines how the engine is mounted in the engine bay, and items such as superchargers may force the position of the engine toward the firewall in early first-generation Mustangs.

Items such as a brake booster can interfere with the wider DOHC heads. The alternator location on some engines is down low and can conflict with the frame rails of some vehicles. In this chapter I discuss the items you need to address to physically make the modular engine fit in the engine bay. The modular engine is generally wider and taller than traditional pushrod engines, so fitting the engine in some chassis can be a challenge.

You may need to make changes to your suspension system to fit the engine in your project. Items such as oil pans, steering systems, and braking systems can also interfere with the engine mounting.

This section may be covered in detail in other chapters, but you need to consider these items before you get the engine in the engine bay. A front view showing the serpentine belt system on the modular engine.

This supercharged engine has a single belt running everything; some supercharged applications use a separate belt to run the supercharger, making the front end even longer. Some of the more common dimensions and weights of the modular engine compared to the earlier pushrod Ford V-8s. These numbers vary greatly, depending on options and materials.

One of the reasons people avoid modular conversions is the belief that the engines are much heavier than traditional pushrod engines because they are bigger in some dimensions.

Ford Modular Engine Identification Guide

Weights and dimensions vary depending on engine size, accessories, and component material. Items such as aluminum versus iron blocks and superchargers lead to great variability. The above chart is provided as a comparison of the 4. Most small performance cars are unibody construction or constructed with a unitized frame, and this means the sheet-metal panels of the body are welded together to form a functional frame and the structural rigidity of the vehicle.

Trucks, full-size vehicles, and most older GM and Chrysler products gain most of their body strength from a traditional ladder frame, and the body simply mounts on top of the frame. It is much easier to modify a full-frame car than a unibody because cutting away the structural metal like a shock tower severely affects the integrity of the body strength.

Vehicles such as Mustangs, Fairlanes, Falcons, Mavericks, and later T-birds used a unibody construction, so making room in the engine bay may be necessary. The biggest hurdle to getting the modular engine in these cars is the bulging shock towers. They severely limit the ability to install these engines.

Most of these vehicles must be modified to accept an entirely different suspension. Most classic Ford passenger car suspensions are a double A-arm design with a coil spring and shock absorber. On smaller Ford vehicles, the shock is typically mounted on the upper control arm and to the frame in the bulging shock tower.Updated February The practice of engine swapping is nothing new, and dates back to a time when materials like rich mahogany and canvas were regulars amongst the automotive design arsenal.

Stuffing bigger, more powerful engines into smaller, lighter-weight chassis is one of the most effective ways of generating a power-to-weight ratio that the factory won't.

Your grandpappy did it; so can you. The number and variations of engine swaps are seemingly limitless, but the principles for one that doesn't end up in failure don't change. Sandwiching an engine in between a unibody is the easy part; getting ancillaries like electronics and power steering to work as well as properly retrofitting fuel and cooling systems into place can mean the difference between a fully functioning hybrid or 2,pounds worth of salvage stuck between you and your lawnmower.

At the very least, these engine swap checklist considerations should be made before starting any power-plant switcharoo. Not every car deserves an engine swap, but that won't stop at least somebody from trying to shoehorn a 5. That V8 is just one component of the overall package, though. No matter how much power it makes, the Daewoo's suspension, brakes and structural rigidity will always suck. Lightweight chassis and engine swaps go together like lists of cars that nobody cares about and Daewoos.

Choosing something lightweight will make any engine swap a lot more gratifying, heightening that whole power-to-weight ratio. For lightweight chassis, look for something older that has less airbags than it does seats and sparse accouterments that you don't care about and only add to its heft. Finally, not every engine swap will make sense. Converting a Civic to RWD with the help of an S powertrain might make you Internet famous until you realize that buying an S costs about the same, is exponentially easier, and can handle a whole lot better.

Picking an engine that's more powerful than or has more potential than whatever's being ripped out is the obvious part. So is whether or not it'll actually fit. If the Internet can't tell you whether or not it'll slide into place, measure the engine's and transmission's overall dimensions and find out for yourself.

Hood clearance, as well as territorial issues between the oil pan and the ground or subframe, are also worth thinking about early on. Radiators and batteries can be moved around, but if firewalls and shock towers are in the way, it's time to consider another powertrain.

Engine rotation is also important unless you're particularly interested in five or six kinds of reverse. Whichever engine you pick, be sure to get the accompanying wiring harness, manifolds, ECU and ancillaries, like its alternator, starter, and distributor if equipped.

Finally, choosing an engine and transmission from the same manufacturer can make sorting out any wiring and electronics issues easier but isn't necessarily a prerequisite. No matter which engine and transmission you choose, it's got to be held in place by some sort of brackets and mounts, most of which likely won't have anything to do with the ones you've already got.

If you're lucky, the aftermarket will be there for you or some sort of OEM combination might work. In Honda land, for example, Hasport makes all sorts of mounts that allow almost any engine to fit into any chassis.

Lexus owners, on the other hand, looking for 2JZ-GTE power can often use a mixture of factory pieces. In other extreme cases, the factory mounts must be cut from the unibody to make room for something entirely custom.

List of Ford transmissions

Somehow the transmission's got to send torque to the wheels or some sort of differential. Unless the aftermarket offers a custom solution or some magical combination of OEM axles works, then custom shafts have got to be made.

For front-driven swaps, measure between the front wheel hubs and the transaxle or intermediate shaft if equipped. You'll need axles about this long with the corresponding joints that fit the hubs on one side and the transaxle or intermediate shaft on the other. For RWD swaps, a custom-length driveshaft can be made by chopping up or extending the car's original shaft using joints that are compatible with the new transmission's yoke and the existing rear end's U-joint.

Getting the gas and clutch pedals to communicate with the new engine and gearbox is as important as you think it is. Older engines with cable-driven throttle bodies need only a simple cable swap.


Typically, whatever throttle cable goes with the engine works. Electronically controlled throttle bodies can be a whole lot messier.Some swaps are no-brainers, particularly when you are swapping an engine for one of the same type—a cubic inch stroker for a stock 5.

To help you determine if your favorite powerplant will fit, we have engine specification charts for popular Chevy, Ford, and Chrysler V8 engines. The charts will give you overall height, length and width of a fully dressed engine oil pan, intake and carburetor, front accessory drives, exhaust. These measurements are general, and can vary depending on what equipment you or the factory installed. There are also engine swap kits for putting non-stock engines into popular body styles—big blocks into Chevys or small blocks into Jeep CJs, for example.

The kits usually include things like motor mounts and headers designed to provide clearance of the vehicle frame, steering shafts, and the like. Dimensions: 28 inches wide, Dimensions: 24 inches wide, 29 inches long, and Length for all W Ford is with short serpentine water pump. Dimensions: Height is to top of valve covers.

Thank you for the details. I want to start the body work now if it will be necessary. Hello, I am looking to drop a ford fe into a Oakland…. Pingback: What to do with my Willys - Page 2 - Pirate4x4. Com : 4x4 and Off-Road Forum. If so, the W has been swapped into Fox Body Mustangs with much success. We just posted a more comprehensive guide on external Ford engine dimensions too, you can check it out hereand then translate those measurements to your engine bay before beginning the swap.

Hello, I want to put a Dodge 5. But need the dimensions in order to make the proper decision. Can you help.?

Hey Kevin, the folks at Hotrod. I have access to a ford 3. Can the v6 be used in a rear wheel drive setup or will I have to get a rear drive 3. What kind of problems will I encounter. Will this be any more problematic than a ls v8? For instance, are you retaining the Porsche transaxle setup? We know folks have successfully stuffed the LS in abut you should give the Summit Racing technical department a call and they can give you more specific advice on how to proceed.

Transplanting a 05 ls2 into a x body Nova. Has a chevy in it know. Are the motor mount dimensions the same. Can you give me some help. Hey Steve, there are companies that make specialized LS swap motor mountsor you can install adapter plates that allow you to run stock SBC-style mounts, like these adjustable engine mount adapters from Summit Racing.

Hey On All Cylinders, thanks for listing all of the most desirable and practical engine swap choices. I can hear the faint sound of tape measures being put to good use in small garages everywhere!

Now with two American sources reproducing Cleveland specific blocks in your choice of iron or aluminum alloy, and the famous Cleveland heads now available in aluminum alloy from multiple sources in Australia and the States, the Cleveland is back in a serious way. How serious? That same builder more recently laid down over horsepower by adding more displacement to his Titus Alloy Cleveland block.

The most banned engine in Motorsports history is back….Log in or Sign up. Ford Expedition Forum. This site uses cookies. By continuing to use this site, you are agreeing to our use of cookies. Learn More.

Feb 22, at AM 1. My Expedition is in great shape but has extensive cam phaser etc noise - clattery on start-up tics at all speeds. Power is fine drives wellbut fuel consumption is quite poor. If I were to swap in a newer low mileage 5. I do expect to sell the vehicle fairly soon - so this is really figuring out if this is a worthwhile swap out to eliminate this major downside currently its very obvious to anyone something is wrong.

ford engine compatibility chart

Last edited: Feb 22, Feb 23, at PM 2. Feb 24, at AM 3. Hope this helps. Feb 24, at AM 4. Feb 24, at AM 5. It then appears this engine was basically unchanged from - Does anyone know if this change was associated with any other changes ECU, intake, exhaust? Certainly seems an engine up through should be an easy drop in seems there were no changes - after the cam phaser fixes.

Now the engine may either not deliver the extra ponies without some other changes - or might even have some minor compatibility issues - amybody know any more on this engine and its components? Last edited: Feb 24, You must log in or sign up to reply here. Show Ignored Content. Share This Page Tweet. Your name or email address: Do you already have an account? No, create an account now.

Yes, my password is: Forgot your password?The 03 is 2wd and the 00 is 4x4. David answered 2 years ago.

ford engine compatibility chart

Braddah-Keoki answered 2 years ago. I forgot to mention the original motor is Ford Ranger with flex fuel 3. Is the swap still possible? It could be but I think it won't run right since it has two different brains and fuels sometimes the bottom half of the engine could be different cause of the transmission or cylinders, you'll probably be better off buying a motor or truck.

GuruCMHC9 answered about a year ago. GuruLS5CZ answered about a year ago. GuruSM7SN answered about a year ago. I recommend useing these as your motor mounts they are 5 star rated and you can do a engine swap in less than 10 min all u need is to unlock pull out n swap then lock back down.

Will a ford ranger 2. Guru7HJ9T answered about a month ago. I have a 03 Ford ranger 2. Guru3Q answered 2 days ago. I want to try to swap a 4. What would I need to do?

I have a 4. I blew the original engine. Ive replaced the old engine with a 4. What parts do I,need to replace in order for the engine to runThe Ford modular engine has a long, varied, and unique history that has spanned more than 25 years, with many component, year, and factory of manufacture differences.

Ford 5.4L 3v Triton Engine Removal \u0026 Installation Part 1 of 2: Removing The Engine

With this storied and distinguished history, you need to recognize that all modular engines were not created equal. Three block heights were used: the smaller displacements 4.

ford engine compatibility chart

After that the similarities start to fade. Ford Performance Parts offers both a production and modified version of the 5. The MM50A is rated at hp and ft-lbs of torque. It has an aluminum block and DOHC heads, forged steel crank and rods, and features compression. It shares the same mounting pattern as earlier modular engines so it transplants well. Photo Courtesy Ford Performance Parts. It was delayed in the new Mustang platform until and a GT version was used up until Both 4.

The 4. The 6. The three-valve version was introduced in and was used in the Mustang GT through The 4V became the basis for all the performance-based modular engines. The First Mustang Cobras got the 4V engine in The Coyote is also the foundation for the new 5. For big truck application, Ford made a V that uses modular engine technology. The displacement is 6. It was used in trucks and vans up through Later three- and four-valve engines produce far more horsepower and torque than earlier two-valve engines.

The later two-valve engines produce much more horsepower than the earlier engines. This chapter gives you a brief history of the modular engine, and it highlights the major differences among engines in the series. I do not have the space to cover all differences because that would require a book all its own, and it would be obsolete once it was written.

Because Ford frequently makes changes to this platform, fitment and components often change. And what is true today may very well not be true tomorrow.


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Ford engine compatibility chart
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