460 swap into Bronco

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Megabronco91

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Hey guys i am currently in the process of swapping my 351w to a 68 460. I am curious suspension wise what i would need to do to make it strong enough to hold the engine but not have to swap to straight axles would like to keep it stock height for playing on the street usage thank you for your info.

 

Rons beast

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Hey Mega,

You may have to go to heavier front springs.  I think the 460 is about 100lbs more than the 351. That should be it. The springs are pretty stiff in stock form. You may not have to do anything.

Perhaps someone here can tell us how much their Bronc dropped with this kind of swap.

 

miesk5

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yo Mega,

As Ron advised!

Also, since the Bronco will be street driven and if Emission Laws and Emission Inspections exist in your area, the Electronic Engine Control (EEC, aka PCM, computer, etc.) situation will be a chore to get correct since you're pulling 460 from NON EFI era.

fyi,

to help figure out your 91 EEC IV wiring;

EEC IV Connector Pin Diagram

by Fireguy50 (Ryan M) at http://web.archive.org/web/20131229163930/http://oldfuelinjection.com/images/eec04.gifgif

EEC Connector Pin Outs LEGEND, Bronco & Ford Truck & Van: 4.9, 460, 5.0, 5.8; by Ryan M (Fireguy50) at

http://web.archive.org/web/20131029020805/http://oldfuelinjection.com/truckpinouts.html

"Your '91 has EFI,so I'm assuming you want to swap in a EFI460,and not a 460 4-V.You'll need 460 motor mounts from a F-250/F-350,or E-350.The transmission your Windsor V-8 has behind it won't bolt-up behind a 385-series big-block 460....the bellhousing bolt patterns are different.You can use either a C-6 auto,or a E40D auto,but it must be from a 460-powered donor truck,or van.You'll also have to go with an aftermarket,remote oil filter.The stock postition of it on a 460 will have clearance problems.You could use O.E.M. EFI460 truck exhaust manifolds,but aftermarket headers are offered for 460 swaps into late-model Broncos by a few different companies.They might be "pricey",but they'll add more torque,and some decent horsepower gains.You'll also have to have the truck re-wired,which is time consuming,but not impossible.My guess is if you let someone do the job,it will be expensive.I would buy both a 1991 Ford Bronco/truck EVTSM manual& wiring diagrams which you can buy through a Ford dealership parts dept.,or directly from Helm,Inc.As far as your Bronco's cooling system is concerned,it should do fine to keep the 460 running cool,but you might add an external engine oil cooler,mounted on the radiator,or use aftermarket fans.A stock C-6,or E4OD trans will handle a stock,or mild EFI460's power well enough.If you build the 460 to over 300 hp,and 450+ lb./ft. of torque,I would have the transmission behind it beefed-up,and add a cooler to keep it's fluid temperature down.Your BW1356 T-case,and the factory Dana 44 front axle&Ford 8.8"rear axle should hold up well with a 460 on board,if they are all in good condition.I assume your axle ratio(s) are 3.55:1.With a big-block's torque,and stock size tires,you won't need a lot of gear.For tires larger than stock you might swap in some 4.10s,or 4.56s(unless your Bronco came with 4.10s via the factory...axle code H5 on door tag).Don't expect good fuel milage with either of the steeper ratios.A 460 coupled with 3.55s in a Bronco should get about 11-12mpg.Lastly,just remember that a 460 will add about an extra 250lbs. over the front wheels,so your Bronco's handling will be different,and brakes will wear out faster.....especially up front!" by Tom E at http://www.voy.com/1154/112.html

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also read this thread http://broncozone.com/topic/22159-302460-swap/

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EFI 460/E4OD CONVERSION

by Steve D

'94 Big Block

I put a 1994 EFI 460 and the E4OD transmission it came with in my 89 Bronco. The Bronco came with an EFI 302 with AOD transmission and BW 13-56 T-case. The motor was supposed to go into a 1994 F-350 but the chassis was pulled off the assembly line for a QA inspection. Since the engine and transmission were already together, and the next truck on the assembly line wasn't an F-350, they dropped the engine/transmission onto a pallet, shipped it to Leanard Vasholtz of Pikes Peak Hillclimb fame (he races Bronco's up Pikes Peak every July 4) and I bought it from him for $4k. I used my original BW 13-56 t-case because it was the t-case they were using behind that combo in 1994, and it was a bolt on. Never had a problem with it and it has been beat to death offroad, towing, etc...

• Your best bet is to either find a complete donor vehicle from which to take all the parts out of, or check into your local FORD dealer and see if they have the EFI 460's for sale as a crate motor. I had to buy the ECM (460 computer), chassis wiring harness from a 1994 F-350 and splice it to the existing 1989 harness to get everything to work properly. The engine comes with a harness on it which includes all the wiring for the engine sensors. It connects to a weather tight plug that then connects the engine harness to the ECM. It's kind of modular. Same goes for the E4OD. It has a harness which is for the transmission and t-case sensors and it connects to a plug that then connects the transmission to the ECM. These can be seen if you look under the hood near the black plastic fuse box that sits on the wheel well on the drivers side. To make everything easier, I also bought the FORD EFI manual, the HELM wiring Schematics for both the 1994 and 1989 model year light trucks, and the HELM service manuals for the 1994 Light Trucks. The wiring schematics have all the circuit ID's and color codes for both model years, and most of them match exactly. All I did was splice the 1994 underhood harness to the 1989 harness where it meets the firewall. It's a lot of work, believe me. Took me 2 days to drop in the motor and transmission and 7 weekends to wire it all...!

• I used L&L motor mounts, custom fabricated the shift linkage for the E4OD because it is a cable operated shifter and my 89's was a bell crank style. I had to fabricate a custom t-case mount support and cross member, and mounted the transmission to it also. I had to buy a 4 core Big Block radiator which was a bolt in, and added 2, B&M Transmission Coolers. I had to buy a remote oil filter kit from Transdapt because the stock filter hits the frame cross-member.

• The 460 air cleaner mounts in the same exact location as a stock 91 would. I ended up buying a K&N Filtercharger kit and it mounts in the same place also. If you find that getting all the parts is too hard, you might seriously consider a late model 460, build it mildly and then run the Holley EFI system on it to gain the EFI advantages. IMHO, carbs went the way of the Dinosaur. I'll never own another carb'd truck again. I use mine more offroad than 90% of the 4WD's out there and EFI is the way to go hands down, end of story, period...

• Keep in mind, the stock FORD EFI system on the 460 is Speed Density and it won't run on anything but a stock 460. You can get away with a K&N Filter, plugs, headers and plug wires, but just about any other mod to the engine i.e.: cam, heads, intake, etc. would cause the air flow into the engine to be out of the calculated ranges burnt into their PROM of the ECM, so it would attempt to run at the end of this scale and that's it... It might work, it might not...

• If the system were the Mass Air type, typically found on Mustangs and the newer trucks, the engine can be modified and the ECM can handle it... If you are looking to run a cam, or anything other than pretty much box stock, go the Holley EFI route... It works, is simple to install compared to a FORD EFI system swap, and offers all the benefits of EFI without nearly the cost and aggravation...

===============

460 Swap in an 88

Source: by Dustin S (Dustball, Mellow Yellow, Mr. Laser Boy) at http://web.archive.org/web/20090202002031/http://ylobronc.users.superford.org/460/302aod_JPG.html

================

460 Swap in an 86

Source: by justshootme84 (Randy Z, Casual Mudder) {RIP RANDY!.. miss you...}at Ford Bronco Zone http://broncozone.com/topic/7785-460c6-swap-in-progress/

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87-96 - Have to either get a C6/E4OD, or a Big Block Manual Trans to mate up with the 460

==================

Can I switch over from Carbureted to a Fuel injected engine?

This is definitely a common question. It is possible to convert over from Fuel Injection but we recommend staying with what you originally have. Reason being, there is a big financial and time investment to do the conversion. Also if do not have the technical knowledge to do this it could become a nightmare. Some of the things required to do the switch would include purchasing : a Computer, Wiring Harness, Sensors, Intake Plenums, Throttle Body, Injectors, Fuel Rail etc. The fuel pressure rates are different also which may require you to swap out your fuel tank. The new carburetors today are very reliable and tuned very easily. by http://www.fordcobraengines.com/faq.htm[/url

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"ended up finding a 460/C6 combo (w/ harness & ECM),

Ive never seen headers like this before, the d.side wraps down under the engine behind the pan. Its designed to bolt up the factory dual-inlet cat. got a set of towers out of a junkyard so i can run stock motor mounts.

heres the plan. the motor ran strong when the truck was cut up so im not going to do anything to it other than change a couple seals, and clean up the valve covers & pan. Swap my 3G on, add a Saginaw, and eliminate the emissions.

Heres the fun part. My truck is an 88, and the engine is an 89. Unfortunately, 88 has a bastard harness, the 89-91 harness is different. So i have a lot of wiring to do. The engine harness is in good shape, the main control harness (the harness that connects the motor to the ECM, and connects to the lights/ starter relay etc) was butchered when the motor/tranms was pulled. Now, i saved the control harness from my p/u cab since it wasnt compatable with my truck (cab is a 90), so it looks like ill be using that harness instead of my 88. But this means i must change all the connectors that go from the control harness to the chassis harness. This is the easiest way to make it all work i think. So tomorrow im going to the junkyard to either find a 88 460 to steal the engine harness off of (what are the odds of that?), or im chopping up a junkyard 89-91 harness to get the connectors i need to retrofit mine.

New oil cooler since i didnt get mine with the motor.

All the wires/connectors i need to update my chassis harness.

Different fuel rails for the 460.

As for the fuel rails, i found this interesting. My 88 351, has both fuel lines connect to the rail at the back of the motor. My 89 460 has the fuel lines connect at the front of the motor, meaning i would have needed new fuel lines. Well, i found this rail in a ~96ish truck, and it has the fuel lines connect at the back of the motor just like my 351, so i should be able to just connect my stock lines to it and be done

But now i have a big problem. the bulkhead fitting for the '90 harness has pins in different places. looking at the two, i see 5 pins that are not in the right spot. Comnparing the 89 & 90 harnesses, they are pinned almost identical. (the 89 harness came w/ the motor, but is butchered by previous owner, the 90 harness came with my cab)

This is a huge problem. I need it pinned like the 88, for it to work with the dash harness. I see myself as having three options.

#1, i rewire my 88 chassis harness to plug into the 90 control harness, and then re-pin the bulkhead connector to plug into the 88 dash harness. This seems to be the easier of the two, but now i have a custom harness so if anything happens to it ill be ****ed.

#2, completely rewire the motor harness to plug into the 88 main control harness. This is gonna be a huge project because it will require grafting the 351 harness onto the 460 since the ECM connector is on the 88s engine harness. This will make it kind of like a 88 F350 harness, but is not something i want to do because it will be crazy hard to do.

#3, find a engine harness from a 1988 F350 w/ 460. Somehow i dont see this as very feasible.

My father has the complete Ford wiring diagrams book for a 1990 which he is going to mail to me, so thats half the battle right there.

Here is what i need. I need to know the color code for all the wires that go to the tailgate on a 1988 bronco, so i can eliminate those wires from the bulkhead fitting. Those could very well be the wires that dont match up with the main control harness im using. At this point i dont know what too many of the wires are for, only where they go. I know the parts guys at the local Ford dealer, so im going to see if i can get these diagrams tomorrow.

Both harnesses have 24 wires. All of the similar pins in the bulkhead connectors go to the same places, and most are the same colors.

The 88 has 7 wires the 90 does NOT have. The pins arent even in the 90's bulkhead connector. I suspect 4 of these are for the tailgate. The other 3 i have no idea, as of yet. Possible they have to do with the dual vs. single fuel pump setup in 88 vs. 90? I dont know yet.

The 90 has ~8 wires that, while they have cooresponding pins on the 88's bulkhead connector, they dont go to the chassis in the 88 harness. Tomorrow i need to ohm out these pins on the 88 harness, to see where they go (maybe to the engine or elsewhere? or possible for the dual tank setup the 90 had?)

The wiring for the O2 sensor is different too. Rock Auto lists a different O2 sensor for each year, but the Ford p/ns seem to be the same? Not sure yet. The 88 has a 3-wire O2 sensor, the plug on the 90 harness has 4 wires. I think the difference is that the 90 has a ground wire in the plug, i dont think the 88 did.

It would appear most every wire swaps, except for the TFI, O2 & VSS, and im pretty sure ive figured out the wiring for the O2, and the VSS. Looks like they simplified it for 89-91.

My next hurdle is the TFI. Looking at the 88 harness, there are 3 Red/Lt Blue wires. Looks like one comes from the column and goes to the NSS, then one returns from there, and the 3rd goes to the TFI. The 89 & 90 harnesses are simplified and only need 2. One comes from the column and goes to the NSS & the other returns. Well, it returns, and then goes out another connector in a different place, to go to the motor. Heres where it gets weird. It looks like Ford changed all the pinouts on the engine harness from 89 to 90. So, since the 89 harness is butchered and im using the 90 one, i think i will have to re-pin all four conenctors on the motor to match the 90 stuff.

Current plan for tomorrow is to finish double checking all my other connections for the chassis harness (on paper for now), and then go compare pinouts at the motor for 89 vs. 90. It doesnt make sense for them to change it, but ive already confirmed the TFI signal is moved to a different connector, so most of the others must be wrong too. Fortunately ive removed all the emissions so that eliminates a few wires right there. Ill look into it tomorrow and see what i find.

Ok, ive got this wiring thing figured out.

Heres how it goes. Trying to repin both the engine harness & the main control harness, just so i can then splice it into my chassis harness, is a waste of time. Ive got a simpler, wayyyyyy better solution: grafting the 351w harness onto the 460. I know it sounds crazy, but it will totally work, and its actually not that hard to do. It is not a bolt-in swap, so to speak, as there is some wiring that must be done.

So here we go. First up, remove the engine harness. Of note is the 89 fuel rail, and how the fuel lines connect to it right behind where the a/c compressor would be

And here is where i began exploring the electrical. It seems both engines use pretty much the same sensors. The TPS is different; on the small blocks the sensor has a pigtail, on the 460 the wiring harness plugs right into it. So that connector must be changed.

Aside from that, the only other difference is the distributor.

Im not really sure why the difference, but after looking at the wiring, i see it just intersects the PIP & the Signal Return, on their way to the TFI. The third is in parallel w/ the TFI. So unless somebody tells me not to, tomorrow im going to splice that plug into the 88's harness. It will be easy enough to do..."

by reptillikus

HE HAS 9 PAGES OF SWAP INFO & PICS

http://4x4.forensick.net/88bronco/


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Weights, Ford & many Makes



Source: by
http://performanceunlimited.com/documents/engineweights.htmlhttp://performanceunlimited.com/documents/engineweights.html

 


I think I can find more 460 Swaps from non-EFI era Fords to 88-95 Broncos if I you need more info.


 
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Rons beast

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All Of M5's info is spot on. A thought is that you could go with an aftermarket FI unit such as a F.A.S.T. or Edelbrock unit.  These are easy tune, and only require an O2 sensor in the exhaust and a cat. A well tuned engine that's in good shape will pass emissions tests.

 

FourXFord2

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I know the wiring battle well! I put an '89 engine into a '91, then went from the '89 5.0 to a '94 5.8 with a '90 engine harness. As I went point to point checking wires I wrote the colors, componets, and EEC pin # or the pin # on the round chassis connector. Engine swap took me about 10 hours by myself then spent about 90 hours checking and tracing wires to make sure I had everything correct. Only made one mistake, had the ignition ground and the PIP signal wires swapped on the fender connection. Next step up will be to the 7.5 EFI at a later date.

 

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