ford excursion 5.0 swap

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• Ford Expedition Forum
• 4th Gen - 2018 - 2024

2018 Expedition 5.0 Swap?

• Thread starter Patrick Money
• Start date Jul 29, 2018

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• Jul 29, 2018

Patrick Money

Has anyone seen or thought about a 5.0 swap in one of the newer expeditions? I mean I'm no expert by any means, but if it is in the f150 theoretically it should be able to go in the expedition right? I just woke up at 5am on a Sunday with the glimpse of a dream in my head with a 800whp 5.0 expedition with the 10 speed auto.  

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Mike Wolfe said: 5.0 V8 not near as much power stock as 3.5L dual turbo GDI engine If Ford added turbo's to the 5.0L V8 engine with GDI & Variable cam phasing on all 4 camshafts that would make a great addition. That would make possible a 650hp engine with 728 lb. ft. of torque based on merely the raptor & NAVI engines hp & torque with the increased displacement of the V8 Click to expand...

• Jul 30, 2018

JExpedition07

That one member.

Sounds like a cool idea. The 5.0 GDI V8 is a great motor, actually has more power than the 3.5L turbo stock in some applications. The 5.0 often has more horsepower where the 3.5 has more torque. Ford has it making 460 horsepower in stock mustang GT vehicles. Sounds like a cool project, with forced induction it’s a whole new animal as mike suggested with those wild numbers.  

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The 3.5 has more torque, but ugh, that sound.  

shane_th_ee

Why not just buy a Navigator and be done with it?  

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V8 and diesel options coming to expy in future...be patient. A little birdy told me so on the inside...v8 will make appearance in Raptor and f150 first. I was told this well over a year ago and well before the 7.0 announcements. Everybody wants the sound/feel of a v8. The 3.5 TT is a great motor no doubt (on my 3rd one- 2013 Explorer Sport/2015 T350/2016 Expy Limited EL) and generally outperforms the 5.0 base. A NH v8 will outlast the v6 TT though. My brother went back to the 5.0 in his new f150 after years and two 3.5 TT’s and will never go back. He admits it doesn’t tow as easily, especially on grade, but loves the everyday driving sound and bottom end feel. The 5.0 also gets better gas mileage as an everyday driver with a heavy foot. My EB gets a paltry 8mpg with a heavy foot on average...if I baby it I’ll get just over 14mpg on the tank in all around mixed conditions...city/hgwy/terrain.  

I’d love to see ford do more with the 6.2L Boss V8. It’s proven itself to be a very reliable and aggressive motor in the pickup trucks. I think the 3.5 EcoBoost should remain but a V8 option should be available. I still enjoy my 5.4L 3V Triton in the expy it’s all around a good motor.  

Randy Schmidt

I heard today that the F150 will be getting 450 hp in 2019, using the 3.5 EB engine.  

Randy Schmidt said: I heard today that the F150 will be getting 450 hp in 2019, using the 3.5 EB engine. Click to expand...

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5.0 swap, 00 Ranger and 97 Explorer

• Thread starter lil_Blue_Ford
• Start date Aug 1, 2020

lil_Blue_Ford

Well-known member.

So I’m going to start a thread here to try and detail the swap and to ask questions. This isn’t my first swap, I did a 00 Ranger and 99 Mountaineer swap with my dad a few years back, which proved to be quite easy, just a couple minor adjustments, like 5 wires spliced and the hardest part was getting PATS programmed. I was the mechanic and dad was the help on that job. Well, I’ve always wanted one of my own so here we are, my transmission gave up in my Ranger and the motor is tired. I was given what was supposed to be a 99 Explorer, Eddie Bauer with a 5.0. Turned out to be a build date of 5/97 though. It will fire over with a shot of starting fluid but the fuel pump appears to be done in. I’m intending to change the axles over, it has 3.73ls axles which I think should work well since the motor should turn those pretty good even running 31s. I haven’t decided if I should try to keep it spring under or if I should flip the perches. I’m not really intending to lift the truck, it’s mostly going to be a street toy/sleeper. The ABS block I was intending to swap over since if I remember right, the valving is different for the disk brake rear, but I can already see there is a major wiring difference between them. Not sure how to handle that yet. My original intent was to rebuild the 5.0 as a 331 stroker, but it’s not in the budget at the moment nor do I really have the time. That said, I am open to ideas of less expensive and intensive ideas to give her a little boost until such time that I can get a motor built for it. I also need to figure out how much of an issue it’s going to be with the VSS since it’s supposed to be different and what to do about the difference in fuel systems. That all said, I have noticed something interesting with this Explorer. The ignition cylinder looks identical to the PATS cylinder and the key I got is the non-chip key, the spare type for a PATS key. I also get a chime when the key is out of the ignition and the door is open which makes me wonder if somehow it was a PATS system and somebody bypassed the chip key. Not sure what to look for with that other than dragging my laptop to it and see what Forscan says.  

So tomorrow I’m going to start really digging into this project. Talked with @holyford86 tonight about it and he said he can help me out with figuring out any issues. Still would like to run a few things past @PetroleumJunkie412 since I’m thinking of doing his power steering mod plus an e-fan and whatever else I can throw in without burning too much time or money at the moment.  

Hi so just read your post i did a 1999 explorer to 1999 ranger swap i just swapped the dash engine bay harness then repined the harness for the rear wiring like tail lights and fuel pump that's what i did at least. for the pats question open the glove box all the way down heres a link https://www.ranger-forums.com/8-cylinder-tech-34/photo-log-pats-installation-48794/ hope that link helps the explorer one is identical in appearance. for a fan i ran this fan https://www.ebay.com/itm/16-ELECTRIC-RADIATOR-FAN-HIGH-3000-CFM-THERMOSTAT-WIRING-SWITCH-RELAY-KIT-BLACK/233364997350?ssPageName=STRK:MEBIDX:IT&_trksid=p2057872.m2749.l2649 in the stock shroud with some homemade brackets only problem is at an idle for to long the a/c over pressured on me other then that hasten over heated yet, disclaimer it was 30 degrees Celsius . Hope that helps a bit  

05/97 5.0 likely does not have PATS so that's a plus. Will also likely have a lower pressure fuel injection w/return system so a few challenges there. Think the a/c wiring might be a challenge. The brakes should be fine moving to the 8.8 disk brake axle. Early '97 will also likely have a transmission output shaft driven VSS, solves a lot of speed signal issues that the later 5.0's bring with them to the Rangers.  

So I got the correct ABS box for swapping axles without wiring (hopefully) Got an electric Power Steering pump, we’ll see how this all works out. As per @PetroleumJunkie412 , I picked up an E-fan out of a Mercedes Managed to get my hands on a returnless fuel rail, but only 5 injectors. Either have to come up with three more or buy a whole set? Torque Monster headers are on the way...  

Active Member

Electric power steering pump? Any reason why? The explorer pump works perfect  

Junglejoe said: Electric power steering pump? Any reason why? The explorer pump works perfect Click to expand...

PetroleumJunkie412

Official trs ev taunter.

scotts90ranger

3.73 and 31's is just fine, that's the setup I have on my 5.0L explorer right now and it works just fine, I shimmed up the LS in the back and it still works great 40k miles later... are you going to keep the AWD setup or go full 4x4? A 4406 transfer case from a '97-03 F150 will bolt in with some drive shaft changes, front shaft from a 4.6L F150 or Expedition and I don't know on the rear, the front shaft will need a 1330 to 1310 conversion U joint though.  

scotts90ranger said: 3.73 and 31's is just fine, that's the setup I have on my 5.0L explorer right now and it works just fine, I shimmed up the LS in the back and it still works great 40k miles later... are you going to keep the AWD setup or go full 4x4? A 4406 transfer case from a '97-03 F150 will bolt in with some drive shaft changes, front shaft from a 4.6L F150 or Expedition and I don't know on the rear, the front shaft will need a 1330 to 1310 conversion U joint though. Click to expand...

I have no idea on any of the 3 of mine whether they are L/S up front, but I doubt it... The AWD T case weighs nothing and doesn't seem to drag the gas mileage down, for those uses it wouldn't be bad  

Lightly used Torque Monster headers are here! Have to get some stuff done to the Ranger while the drivetrain is out of the way, then I can get to work on putting things together  

Hey. Put a 2.9 in it. I had to.  

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12v excursion conversion and yes I have read lots of threads

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So I am getting ready to start the conversion process and I have a few questions and would love some tips to be thrown in so I can get this project completed without a hitch. what I am going for is a 2003 ford excursion 4x4 with the 12v (i want 400-500hp) and a zf6 manual, i will be changing my rear ratio to 3:73 eventually. I also want to do a 3in lift. This is my setup for parts... 2003 5.4l 4x4 gas excursion 1996 dodge 5.9 12v cummins (motor donor), i have replaced the injectors (7x.011) DV 7mm, buying a s363 turbo, dual fed the p7100, gauges, 0 plate maxed, star wheel adjusted, i have head studs also 2005 ford f350 4x4 6.0 diesel (sold the motor) 6spd zf6 (transmission and transfer case donor) tranny being rebuilt as i type this i currently own these vehicles and i am in the process of disassembling them and prepping. I plan of using diesel conversions for the adapter plate and etc. I am taking pics along the way so I can do a full write up when i complete it. questions 1. I bought a 2003 cummins exhaust manifold for the conversion, good/bad? 2. I want to bypass the stock fuel pump for several reasons, I am building a fuel system 10an myself but I cant seem to figure out what fuel pump to use that wont over pressure the p7100 3. does anyone have a engine bay wiring diagram for my excursion so i can splice the correct wires 4. any tips on removing the 12v (this isnt my first time pulling a motor) 5. south bend vs diesel conversion clutch for this setup opinions? 6. just looking for any tips im sure I will have many more but i have spent countless hours reading, so a ton of questions have already been answered 2003 Ford Excursion gas 5.4, conversion/swap 12v (1996) zf6 (2005)  

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For the fuel pump, I would look into the cummins stock style piston lift pump or the assassin (belt drive). Seems dumb to pair a simple mechanical engine with anything but a mechanical pump. Wiring.... it takes very little to make a 12v run. Do it from scratch. After the truck runs and drives under its own power, *then* worry about making the rest of the Ford stuff happy.  

U2slow, good point. What's your thoughts on this pump by powerdrivendiesel? https://powerdrivendiesel.com/product/high-flow-cummins-modified-lift-pump/  

No idea. The stock piston pump has supported 500rhwp w/twins on buddy's '94 truck. I'm moving from a diaphragm pump to a stock (Carter) piston lift pump on my 1stgen (with a low pressure spring).... the rest of the guys in my circle have gone to the belt drive assassin when they upgrade. Unless I'm mistaken, a 5.4L Excursion is a still a leaf sprung front axle. Probably just use a beefier spring to carry the cummins.  

i have installed PDD pump about 6 month ago, it is cummins oem pump with PDD tweaks. Before new pump , engine was falling on its face at 2700 rpm, now fuels all the way to 3200.  

I have the wiring diagrams book for 2003 so if you need that, let me know and I'll post up images. Also, I believe the 5.4 version had different suspension under it, so you'll want to check that out.  

Exswap I would appreciate it if you could post them for me thanks  

You're right on the front axle on my Excursion Ieaf spring, the belt driven fuel pump haven't found one for my year model yet it's a 96 Dodge  

Ennat1 said: the belt driven fuel pump haven't found one for my year model yet it's a 96 Dodge Click to expand...

Does anybody have good advice as to where/what I hook my speedometer into  

I'll have to double check but I believe it pulls speed from the rear axle, my 05 F250 does I believe  

Yep, X is the same. Speedo comes from the rear end.  

Very nice on the speedo, thanks guys  

I spoke with destroked and dcs today trying to finalize my order, I will just say that destroked has earned my business. They where very knowledgeable and spend plenty of time on the phone with me and walked me thru the process of doing it also very responsive to every email I have had. Destroked was actually a touch cheaper.  

The guy at destroked told me not to use the 6.0 diesel intercooler on the conversion he told me that the plastic end cap will blow off with all the pressure that the Cummins will make. He had a ton of tips for me. Even though I spent hundreds of hours reading the forums I still learned a lot today talking with him.  

The 7.3 intercooler has the same amount of rows as the 6.0 intercooler and is standard with metal end tanks. I'm thinking about putting a 3rd gen intercooler (some 05s have plastic tanks) in my swap if I don't I'll get an upgraded 6.0 one.  

Here are the wiring diagrams for the engine controls. If you need something else specific, let me know.  

Here are the rest...  

Exswap thanks, how did you wire up the cruise?  

Yep, no problem! I haven't done mine yet, but the sticky here is what I plan on doing. http://www.cumminsforum.com/forum/c...ut-cruise-control-your-fummins-superduty.html I'd say your wiring is basically done for you with the 5.4 parts/wiring. You'll just have to make the mechanical connection on the cummins with the existing mechanical connection from your 5.4  

I installed torktek overflow valve today, really helped my idle pressure , haven't driven it yet.  

Want to get some thoughts on using the 6.0 diesel fuel pump with a pressure regulator on my conversion  

You can’t overpressure a p pump. Guys have run 70+psi of pressure into them, and in the case of the 94-95 especially have found them to run better the more pressure they put to them.  

Spoke with Aden from gos/destroked, he was very helpful and very informative so I decided to go with them over DCS. He took time to walk me through all the Hang-Ups that had about the fuel system mounting issues with such a big help.  

[email protected] this is the guy, he is so responsive to email and phone calls  

I decided to go with dual Bosch 044 fuel pumps with a fuel pressure regulator in a fuel tank sump kit with 10 an fuel lines. As soon as I get my fuel system setup and built I'll take pictures and post them  

Dual pumps? Why? The stock lift pump with a Comp Cams spring will more than handle the 500hp mark your shooting for and is more dependable. I'm using a Destroked adapter and mounts but modified the mounting brackets to lower the front of the engine. 99 7.3 all aluminum inner cooler, all aluminum 7.3 radiator, shroud and degas bottle, didn't like the 6.0 bottle mounted to the fire wall, mounted the grid heated relays and fuel shutdown rely in that location, lowering the engine allowed using a stock shroud. Ford alternator conversion brackets and tach adapter are from Cummins Diesel Repowers, presently they don't list the prices. If you set the engine back to run a manual fan they say to move then trans crossmember to the back holes in the frame rails, but you'll find that with the zf6 trans that's not enough, but it's not a big job adding to the back of the cross members mounting pad and slotting out new holes. Alternator conversion kit from GOS is a little high at $189 DCS list it for $125 The bottom rad hose kit GOS list is miss leading, 7.3 rad has a different size bottom outlet than 6.0 rad GOS $199 DCS $110 for 7.3, $170 for 6.0 Shop around, the little stuff is what drives up the cost of the conversion. Many think once they've bought $1500 worth of adapters and mounts it won't cost much to finish the project only to find they thrown in another $1500-3000 by the time they're done. Easy to get caught up in the fancy add ons and blow a budget to pieces, sometimes to a point the project never gets finished or is sold off to get out from under it.  

So I have a 2003 exhaust manifold to put on my 96 12 valve motor what gaskets do I use and what studs should I buy?  

Common rail exhaust manifolds have circle ports, 12v's have square ports. I wouldn't use that manifold. Better options are an industrial manifold or if you flip the stock 12v manifold up it gives more turbo to heater box clearance. The conversions companies sell the industrial manifold new but you can find them used online. I got mine on craigslist for $100  

Brakes and warn hub replacement today  

I'm thinking about this turbo for the swap... What are your thoughts? I have 7x11 Injectors https://rover.ebay.com/rover/0/0/0?mpre=https://www.ebay.com/ulk/itm/261899554019  

I’d skip that one in favour of a 62sxe, or a 64sxe. The 63 uses the same comp exducer as the 64, so the difference is spoolup is marginal compared to the 64, and is quite a bit slower compared to the 62. The 62sxe also outflows the 63 you have listed.  

Any opinions on this for my 12v?  

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