1. What tachometer did you use, and how did you hook it up? 2. Could you explain in more detail how to sort through the wiring harness, in order to keep the ac, and temperature gauge 3. Explain how you did the oil pressure gauge, or can I keep the wire hooked up for the factory sending unit? Great video, i am planning on carb swapping my 95 very soon, as I am tired of chasing EFI problems and not finding solutions.
I prefer to use the dura spark distributor. and match it with an MSD ignition module. because the pick-up the dura spark distributor is identical to the MSD pick-up. and person can purchase a wiring adapter to go from the Ford plug-in to the MSD plug-in. or you can wire it in yourself using the instructions that come with the MSD box. and it's a true CDI (capacitive discharge ignition). vs HEI (hall effect ignition). and MSD makes it (multiple spark discharge) ignition. and there no fitment issues associated with HEI. it's just an all around better way to go. a person just has to do a little more wiring but it's not complicated. oh yeah there's another issue with HEI distributors. with all that weight way up in the top of the distributor for the mechanical advance. they are known for wiping out the bushings in the distributor shaft.
Hey guys my son bought this truck remember us from the church. I need to get ahold of you. I have some questions. What's the best way to contact you? Nigel
Good stuff! I’m doing the same to an ‘86 Ford F150. Both fuel tanks had to be replaced. I am using a fuel cell (free) and an electric fuel pump that max pressure is 7 psi. Setting the TV cable for the AOD tomorrow and I should be finished.
Awesome I'm doing the same thing doing a restore on a 5 speed all Manual. Taking off the EFI going back to old school Carb. I'm not the electrical guy I've not done this before so I am Paying close attention to whatever body is Doing I'm hoping I can have it done by Spring. And someday when I meet my demise I will give it to my grandson and he will love it.. Keep up the good work we are all watching lol...
Great video! I'm trying to convert my 1984 Ford LTD Crown Victoria from TBI to Carb and running into a lot of the same issues, so this video has been really helpful. I'm really a novice at automotive work and the biggest issue I'm running into right now is all the wiring and sensors. If you do a follow-up video, it would be great if you could talk about that more in-depth. Thanks and keep wrenchin! :)
Same here Gary. I thought no one else was doing this until seeing this video! Just ordered that same $63 HEI distributor for my 83 LTD Crown Vic. Got my carb off of an 85 F-150. Tried making the Dura Junk II Module work with the setup but it was not going my way.
Funny to see other people talking about this. Wanting to convert my 1984 Vic as well. I wish there was more information out there about the factory tbi.
@@gatormax1066 Glad you found some others talking about it! It’s always great to see people who are working together in the car community to help one another. I’m not an expert by any means but if I can help you at all please let me know. I’ve learned a couple of things in the process of converting mine, but I’m sure there is much more out there to know. Mine seems to run just fine with the carburetor on it.
1988 country squire. Just got it and not sure if I'll go this route yet. A few issues with the stock efi and ignition. I do like the idea of quickly diagnosis and repair with "early" technically. I was a mechanic during the '80s and am well familiar with carburators and simple electronic ignition systems. Time will tell but this is a very helpful and informative video and I thank you for posting it.
I have been an automotive technician (a Ford service technician) for many years. and I can tell you this is probably the best way to go. you can choose to rebuild the Ford speed density immision control system and have to spend a lot of money. buying all the sensor's, control valves, such as the EGR valve ect. and all the parts for the air injection system. and electrical components that can't be returned once they are plugged into the system. and all the vacuum hoses and electrical connectors that get rotten after 20 or 30 years. and in the end you will have an emission control system that is only OBD and OBD 1. that can't be scanned with modern OBD 2 scan tools. and is a crappy system to start with that doesn't have a mass airflow sensor. or you can choose to go this route. and have something that is tried and true and has been tested over many many years.
@@HarryRenner-h9q I have indeed finished the carb swap. The car now starts, cold or warmed up and idles like it should and the cost was minimal. I did find a "ready to run" distributor made for this very swap (longer reach for the oil pump drive.) It is the small cap, external coil type, not the big HEI style. No air cleaner interference. It performs like a car from the 70s and I now have complete tuning control with tach and vacuum gauge. As a bonus, the engine compartment is a lot less cluttered! I'd say a total success! 😎
@@dirtyburd71 I noticed in you're reply, that you said you weren't sure if you were going to go that route yet? and I thought I would let you know what information I know about these systems. and answer any unknowns that you might have to better help you with your decision. but it appears you have already done the swap and I'm glad to hear that it's working good for you. I left a comment with the person that posted this video. mentioning I prefer to use the dura spark distributor because it's a true CDI ignition. and can be mated to an MSD ignition module because it uses the same pick-up as MSD. and doesn't have the fitment issues associated with the HEI distributor. and it appears that you made the right choice on that also. good for you.
@@HarryRenner-h9q I appreciate your time in giving me the information. My initial comment was five months ago and I did the swap last month. I considered going with the duraspark. This distributor I'm using looks identical to the msd 83521. Came with three sets of advance springs and adjustable vacuum canister along with a 50k coil. I really like older vehicles and this one was ALMOST old enough! All in all it was a pretty painless job.
Not all of them but I am certainly a fan of his work, I do believe that we used some of his terminology, is that what made you wonder? Or the name similarity? I actually don’t like the channel name at the moment, but I couldn’t come up with anything original that was cohesive to what the channel is going to be about. If you got a suggestion, let me know, I’m open to ideas. So far, it’s just kind of a overview of things I do in the garage that I think other people might benefit from seeing if they’re doing something similar, the goal is to get into the automotive sports in the future, but that hasn’t developed yet.
What's up bro. I'm in the middle of doing my conversion on my 92 F150 Flareside at this very moment. I have an aode trans as well and I was wondering if you all had any issues running your truck with that tps sensor off and what did you guys end up doing to mount it on the carb. I'm kinda scratching my head as I am a CHEVY man to the core but my granddad bought this truck new and always promised to give it to me so now that I have it I have to bring her back to life. Also great video it helped me tremendously. Also I look through the comments and see how you handle the hecklers and I must say you seem like a cool stand up respectable guy. Keep up the great work bro
@@danvalg33 not yet, In the process of picking out what I want carb and intake wise. Edelbrock has a 800 CFM 4 barrel carb, part number is 350-1412. I’m gonna go with that not sure on the intake yet, and the fuel pressure regulator, I saw JEGS makes a pretty nice kit for 110 so I’m gonna pick that up.
I have an 88 and i already trashed the efi and ecm. Going with a carb and the techs at scroggins machine in houston basically helped my find all the parts i would need to make it happen. Intake plate, carb etc
The 85 model had efi as an option, for the f150 anyway, 86 was the first year for standard efi, however it was still first generation efi on ford trucks and worked just about as well as it did all the way through 02 so had issues, carb is the way to go as far as I am concerned,
Nice job on the video. You answered a lot of questions I had for carb swapping my 5.0. I would have assumed that you would of picked up a good bit of power over the EFI setup. I've seen dyno test on Richard Holdner's youtube channel that shows a basic carb setup like yours making a good bit more power over even the best factory 5.0 Efi intakes. In wondering if the stock cam and that HEI dizzy not fitting correctly has something to do with it only getting back to stock power levels. The dizzy might not be advancing the timing correctly or initial timing isn't quite where it needs to be to make peak power. I'm planning on taking my 5.0 out of my 90 F150 and putting it into my 1977 Gremlin. I was wanting to use an HEI but after seeing your video I figure I probably will be better off getting a normal dizzy and an igniton box. A Msd digital 6 or 7 will work good for pulling timing once I add a small sniff of nitrous.
I have a 92 that he this conversion when I bought it. Are you in south haven? I’m in Trenton… great video wouldn’t mind if we could figure out a time for you to check it out
What is the part number for the belt you used once you done away with the smog pump ? And what is the part number for the fuel pressure regulator also ? They make a few different kinds of that style regulator and they all look the same. Why couldn’t you use the factory temp,oil pressure and tachometer ? Couldn’t you leave them hooked up the way they came? I’m going to do this same swap and it will be a big help seeing how you done it and you explained it pretty good also
You have to cut through everything and rebuild the engine bay wiring almost from the ground up. So we lost some stuff. No big deal. May be different for you depending on the year vehicle.
Great video! I am finally finished with mine, however now every time I put it in to Park or Reverse the engine dies on me. Just curious if you had a problem like that because I cannot figure it out to save my life!
I'll probably reference your videos a few times, although I might be building a chassis harness from scratch because that's what's become unusable on the '87 F150. I think I ordered a package with an HEI distributor.
Subscribed!.. Very informative, Thank You! I have an 89 F-150 XLT Ranger two-wheel regular cab with the 5.0l EFI. I've been wanting to carb swap my for 2yrs now but everyone told me it's way to expensive and way to complicated. I think even a bonehead like myself could probably do it in a weekend under a shade tree 🤷 The only thing that worries me is the distributor, it didn't leave you much room for timing, can a taller version be bought? Lastly, will I need a specific year of intake manifold because of the E7TE head's or will any 302 intake work? Thanks Again! ✌️
@@skylermiller5293 Yeah you can get a taller distributor, it's pricey. I will see if I can get the brand and post it. Otherwise everybody else that I know just simply shaves everything down until it fits their particular application.
So what if someone else cut the old ones off. Looks to me like they done away with the old gas lines . And its better to use the pump from the truck tank. Thank you
So a lot of those 65 dollar distributors are not specific, they have some with 1.5 shaft and some with one inch shaft. Gear to end. You most likely used a 1.5 shaft gear to end on this build?
Nice video. In all reality though this truck came with MAF and the stock computer coulda handled a cam upgrade. Definitely understand why this was done though. I’ve had days where I wanna trash all the slow response EFI on my f150 too.
Just tossing this out there hoping for some input. I'm going to try an experiment using the Holley/Ford 2V carbs from the mid '70's 2.3 mounted on a mid '80's lower f.i. intake to make an inline 4V. Should I mill the dividers between the runners or even chamfer them?
First thanks for a great video..got some questions tho....we done a single tank 91 used a edelbrock fuel reg.but the factory pump over ran the reg.and kept flooding the carb bowl so we had to pull the sending unit and removed check valve o ring and drilled the 1/8 hole in check valve tube... worked perfectly....now I'm doing my 2 tank truck but I want to keep the use of both tanks....but if I remove and drill check valves I think it will just put the return fuel in the front tank right??... And I was wondering did you get the HEI for the roller cam motor?? I was told the roller cam would eat the softer HEI gear up if not right one.... keep up the good work thanks
Awesome video and break down of everything you had to do for the conversion. Plan on doing this to my 94 Bronco. Did you figure out the TPS? Is it required for driveability?
I’ve got a 98 ranger with a 97 explorer 5.0 swap with a 99 r470w 2wd transmission. I ran it 80k miles and the 97 trans stopped pulling so built a 99 to go back in but it’s not communicating speed info to the 97 ecu. I’m now changing over to Distributer and carb I’ve got a magnetic Distibutor with a msd 6a ignition box and blaster coil I still have e the ecu plugged in but the truck isn’t getting fuel I put a fuel regulator and return line on it but my question is do I need to run power to my factory fuel pump because I don’t have a cam sensor now and what about the crank sensor I don’t think I need it anymore correct. Thank you for your info on your channel
Assuming you have an e4od, I don’t see how your transmission would run properly without input signals from the efi harness. I had to run a stand-alone tcm for mine from US Shift. Your video was good and informative, but something seems off, and no video of it running? Also, never go cheap on distributors. Only a matter of time before that thing leaves you stranded.
We have made a custom bracket that allows the TPS to get signal off the carb, we will be making a second video on it and will cover any questions posted here and also show what I came up with for the tps controlled trans
I did same thing to my 94 shortbed 4x4 , it was all messed up when I got it..... wouldn't even pull itself hardly, but whoever had o2 sensors missing and all kinds of other shit, so that's why I went with carburetor.....truck runs great I did use the 289 intake and 4 barrel doesn't wanna come in going down the road only in first or 2nd....and that's with 2 different carbs, used Edelbrock and a brand new Holley...... wondering if the intake is limiting air flow? Any thoughts are much appreciated
I have a 90 f150 i am trying to carb swap but i cant find the right distributor. Mine needs a cast gear but all the hei i found have a steel gear. What distributor exactly did you use?!
@@CarGuyVlogs everything i read says i have a flat tappet hyraulic lifter cam which is made of cast iron. They say steel gear on cast cam will detroy one or the other so im just trying to figure out what the heck will actually work! The other part is the rod length....i guess i need a certain length to reach the oil pump? I dont know.
@@timthetaylorman so the one we put in the truck did have a slightly shorter rod than the stock one we took out. Made it a little bit harder to get splined up and in properly, but wasn’t a huge issue. I really don’t know about the cast gear issue. I still have the stock cam and lifters in my truck so I never had to do research about that but I’m sure if all the other guys are saying you need to match I’m guessing you need to match.
i've read that there's some problem with the new distributor and which cam is stock in the truck, if you have a roller cam then it will chew up the distributor gear, but a flat tappet cam will be fine. i don't really know how to tell the difference, online the photos look pretty much the same. i read this on a mustang forum however and i think mainly it was mustangs and the 5.0 H.O. engine, which is different than the f150 302, which had the "high performance" roller cams on some years. are "all" f150 302's equipped with the flat tappet cam?
I just finished my conversion up, however my odometer and speedometer are now both out, any idea if the conversion messes with anything od that sort or is it just a crazy coincidence
Where are you guys located I need somebody in Florida that knows how to do this kind of stuff I have a 95 Dodge Dakota that due to electrical problems keep shutting off while I'm driving nobody can figure it out enough spent thousands of dollars I do not want to get rid of this truck thought about going carbureted but I am not electrically inclined
I had a friend that had that same problem. Another friend that knew what he was doing permently fixed that by manually repriming the fuel pump. He did this by using 1 wire on the fuse box under the hood. There is a hole there that always supplys power...its used at the factory to check things. He put that wire into the constant power spot to the fuel pump and manually reprimed it. Hope that helps
I'm thinking of doing this for my friend family 1996 f150 cause the efi is being a pain in the but and have enough left over from the build of my f100 with 302 that should be cheap the only thing I am doing differently is using the 2bbl factory carburetor from my truck .the 1996 will be used as a spare truck so no point in making it make lots of power
Just bought a 1988 with a 302 that already has a carb conversion. My issue is getting it set right. Either it’s too much fuel or not enough. I’m thinking it may be out of timing. Any and all advice, I’ll take it!
I want to put a 302 in my 98 ranger with 4x4 what transmission do I need to keep the 4x4 and 5speed while being able to connect to 302 and to have the hydraulic clutch system also
Sir, this was quite possibly the farthest away from being the best injection ever… idk what’s so good about being untunable and having a low ceiling of potential in the first place but to each his own I guess
I agree he says un tunable, he just doesn’t know how, you can change injectors throttle bodies and all sorts of things to make it produce more power, He should have got a gt40 upper and lower, he didn’t need o2 sensors or anything with the fuel injection system the only thing it needs is something telling the injectors when to fire it isn’t a obd2 so it isn’t goin to self tune anyway
I have a 95 f150 pre runner that had a 5.0 I want to swap in a carbureted 460. Or should I find a 5.8 and convert it the way your doing it? Also how do I not loose my ac power windows and signals lights?
I have a 95 bronco with a 351w. Im attempting to use the stock distributor and coil but the idle is all over the place. Do i have to change the distributor? Also will my cruise control still work once i hook up the tps sensor?
Cruise probably won't ever work without Frankensteining a bunch of shit together. You're dizzy can probably be reused if you know how to remove the TFI module and repin in a MSD 6A/Street Fire Box. If you dont, I think a bunch of places sell ready to run distributors.
I have a 95 bronco i am doing right now, and i made a bracket for the tps. the only issue i am still having is my converter is staying locked up. I disconnected the lock up wire and it the trans goes into gear fine and shifts. Any ideas on why it is staying locked up?
I’m about to make a vid about a bracket I made for it. We haven’t had the similar issue, ours seems to work just as it should when the tps is operating. Hard to say if the computers and everything is the same being that ford made so many changes during this period to the electronics on these
@@jamieorth4933 it’s possible, but if the lock up wire is functioning and it’s making it lockup when the truck send signal to lockup that would seem like it’s actually in good shape and doing what it’s supposed to.. hmm idk ill think about this one
@tbsgarge a video on the tps would be very helpful! I accidentally cut the wires for mine so i need to find which ones they are if you could show the wires that would be awesome! Thanks for making this video very helpful!
That's a farm truck, a old junker, not a daily driver where you need dependability to get you from point A to point B on time, There isn't too many mechanics that would work on that truck.
I see over time people are seeing the light .Normally there's that guy in the comments going efi is better blah blah .when we all know the efi In these vehicles is only good for turn key starts .not making power or efficiency
Well that EFI system is getting old and hard to get parts for. Going carb is the only option left. Or you get a stand alone EFI, but that gets really expensive.
I made a reference to a channel that I am a fan of, and other people that are fans have generally enjoyed the references as VGG is not the only channel referenced, enjoy the rest of your day boss
PUT QUESTIONS DOWN HERE!
We’ll make a part 2 video answering them all!
What size did you use for the serpentine belt?
1. What tachometer did you use, and how did you hook it up?
2. Could you explain in more detail how to sort through the wiring harness, in order to keep the ac, and temperature gauge
3. Explain how you did the oil pressure gauge, or can I keep the wire hooked up for the factory sending unit?
Great video, i am planning on carb swapping my 95 very soon, as I am tired of chasing EFI problems and not finding solutions.
Have you figured out the TPS? I just noticed I have the E4od, not the AOD4 like I thought.
@@leeknivek yes, going to make a video on it soon!
Also interested in tps
I prefer to use the dura spark distributor. and match it with an MSD ignition module. because the pick-up the dura spark distributor is identical to the MSD pick-up. and person can purchase a wiring adapter to go from the Ford plug-in to the MSD plug-in. or you can wire it in yourself using the instructions that come with the MSD box. and it's a true CDI (capacitive discharge ignition). vs HEI (hall effect ignition). and MSD makes it (multiple spark discharge) ignition. and there no fitment issues associated with HEI. it's just an all around better way to go. a person just has to do a little more wiring but it's not complicated. oh yeah there's another issue with HEI distributors. with all that weight way up in the top of the distributor for the mechanical advance. they are known for wiping out the bushings in the distributor shaft.
Absolutely!
Where is the part 2?!??!?!?! I'm needin an answer about the throttle position sensor and the transmission
Hey guys my son bought this truck remember us from the church. I need to get ahold of you. I have some questions. What's the best way to contact you? Nigel
Good stuff! I’m doing the same to an ‘86 Ford F150. Both fuel tanks had to be replaced. I am using a fuel cell (free) and an electric fuel pump that max pressure is 7 psi. Setting the TV cable for the AOD tomorrow and I should be finished.
Great video making it old school is just awesome! Getting ready to do this with a 03 f150 4.2 can’t wait to make it simple!
Awesome I'm doing the same thing doing a restore on a 5 speed all Manual. Taking off the EFI going back to old school Carb. I'm not the electrical guy I've not done this before so I am Paying close attention to whatever body is Doing I'm hoping I can have it done by Spring. And someday when I meet my demise I will give it to my grandson and he will love it.. Keep up the good work we are all watching lol...
I have a 93 f150 4x4 with the 5.0 I'm planing to do the same thing enjoyed you r video thank you
Great video! I'm trying to convert my 1984 Ford LTD Crown Victoria from TBI to Carb and running into a lot of the same issues, so this video has been really helpful. I'm really a novice at automotive work and the biggest issue I'm running into right now is all the wiring and sensors. If you do a follow-up video, it would be great if you could talk about that more in-depth. Thanks and keep wrenchin! :)
Same here Gary. I thought no one else was doing this until seeing this video! Just ordered that same $63 HEI distributor for my 83 LTD Crown Vic. Got my carb off of an 85 F-150. Tried making the Dura Junk II Module work with the setup but it was not going my way.
Funny to see other people talking about this. Wanting to convert my 1984 Vic as well. I wish there was more information out there about the factory tbi.
@@gatormax1066 Glad you found some others talking about it! It’s always great to see people who are working together in the car community to help one another. I’m not an expert by any means but if I can help you at all please let me know. I’ve learned a couple of things in the process of converting mine, but I’m sure there is much more out there to know. Mine seems to run just fine with the carburetor on it.
1988 country squire. Just got it and not sure if I'll go this route yet. A few issues with the stock efi and ignition. I do like the idea of quickly diagnosis and repair with "early" technically. I was a mechanic during the '80s and am well familiar with carburators and simple electronic ignition systems. Time will tell but this is a very helpful and informative video and I thank you for posting it.
I have been an automotive technician (a Ford service technician) for many years. and I can tell you this is probably the best way to go. you can choose to rebuild the Ford speed density immision control system and have to spend a lot of money. buying all the sensor's, control valves, such as the EGR valve ect. and all the parts for the air injection system. and electrical components that can't be returned once they are plugged into the system. and all the vacuum hoses and electrical connectors that get rotten after 20 or 30 years. and in the end you will have an emission control system that is only OBD and OBD 1. that can't be scanned with modern OBD 2 scan tools. and is a crappy system to start with that doesn't have a mass airflow sensor. or you can choose to go this route. and have something that is tried and true and has been tested over many many years.
@@HarryRenner-h9q I have indeed finished the carb swap. The car now starts, cold or warmed up and idles like it should and the cost was minimal. I did find a "ready to run" distributor made for this very swap (longer reach for the oil pump drive.) It is the small cap, external coil type, not the big HEI style. No air cleaner interference. It performs like a car from the 70s and I now have complete tuning control with tach and vacuum gauge. As a bonus, the engine compartment is a lot less cluttered! I'd say a total success! 😎
@@dirtyburd71 I noticed in you're reply, that you said you weren't sure if you were going to go that route yet? and I thought I would let you know what information I know about these systems. and answer any unknowns that you might have to better help you with your decision. but it appears you have already done the swap and I'm glad to hear that it's working good for you.
I left a comment with the person that posted this video. mentioning I prefer to use the dura spark distributor because it's a true CDI ignition. and can be mated to an MSD ignition module because it uses the same pick-up as MSD. and doesn't have the fitment issues associated with the HEI distributor. and it appears that you made the right choice on that also. good for you.
@@HarryRenner-h9q I appreciate your time in giving me the information. My initial comment was five months ago and I did the swap last month. I considered going with the duraspark. This distributor I'm using looks identical to the msd 83521. Came with three sets of advance springs and adjustable vacuum canister along with a 50k coil.
I really like older vehicles and this one was ALMOST old enough! All in all it was a pretty painless job.
You guys are awesome! Great video. I have a 1994 F150 302 and the EFI drives me nuts so I’m definitely going to do this.
I have a 94F150 flareside. In going to put a 351w in it. Its simply not worth the trouble if I was gonna put a 5 liter back on it!
Been running a old ellerbrock f4b on my 87 mustang gt 5.0 for ten years work's great have a Holley 670 Street avenger on her great vid
Not to be an asshole when I did this I was able to keep all my senders besides knock I kept temp and oil
Yeah that’s what I thought. I’m not trying to loose my whole instrument panel, can you give me a quick run down on what you did to keep your gauges?
Do you watch a lot of vice grip garage?
Not all of them but I am certainly a fan of his work, I do believe that we used some of his terminology, is that what made you wonder?
Or the name similarity? I actually don’t like the channel name at the moment, but I couldn’t come up with anything original that was cohesive to what the channel is going to be about. If you got a suggestion, let me know, I’m open to ideas. So far, it’s just kind of a overview of things I do in the garage that I think other people might benefit from seeing if they’re doing something similar, the goal is to get into the automotive sports in the future, but that hasn’t developed yet.
hello from australia haha,
Thanks for the video and being very descriptive as i will be carby swapping my 1993 NC Fairlane Ghia
Chairs 👍
You could just do a 5speed swap and f the auto slush box pos
What's up bro. I'm in the middle of doing my conversion on my 92 F150 Flareside at this very moment. I have an aode trans as well and I was wondering if you all had any issues running your truck with that tps sensor off and what did you guys end up doing to mount it on the carb. I'm kinda scratching my head as I am a CHEVY man to the core but my granddad bought this truck new and always promised to give it to me so now that I have it I have to bring her back to life. Also great video it helped me tremendously. Also I look through the comments and see how you handle the hecklers and I must say you seem like a cool stand up respectable guy. Keep up the great work bro
Holley makes a kit with mounting brackets.
Same here, mines a 95 Flairside.
@@GodFollowingCattleLoving did you do a carb conversion
@@danvalg33 not yet, In the process of picking out what I want carb and intake wise. Edelbrock has a 800 CFM 4 barrel carb, part number is 350-1412. I’m gonna go with that not sure on the intake yet, and the fuel pressure regulator, I saw JEGS makes a pretty nice kit for 110 so I’m gonna pick that up.
@@GodFollowingCattleLoving 800cfm wow that's a huge carb. What size engine are you running
Thinking of doing the same on my 86 Bronco that has the first year of ford EFI. What a mess. Thanks for the overview.
Make a video if ya do I got a 86 f150 I have halfway done need some insight
I have an 88 and i already trashed the efi and ecm. Going with a carb and the techs at scroggins machine in houston basically helped my find all the parts i would need to make it happen. Intake plate, carb etc
The 85 model had efi as an option, for the f150 anyway, 86 was the first year for standard efi, however it was still first generation efi on ford trucks and worked just about as well as it did all the way through 02 so had issues, carb is the way to go as far as I am concerned,
Nice job on the video. You answered a lot of questions I had for carb swapping my 5.0. I would have assumed that you would of picked up a good bit of power over the EFI setup. I've seen dyno test on Richard Holdner's youtube channel that shows a basic carb setup like yours making a good bit more power over even the best factory 5.0 Efi intakes. In wondering if the stock cam and that HEI dizzy not fitting correctly has something to do with it only getting back to stock power levels. The dizzy might not be advancing the timing correctly or initial timing isn't quite where it needs to be to make peak power. I'm planning on taking my 5.0 out of my 90 F150 and putting it into my 1977 Gremlin. I was wanting to use an HEI but after seeing your video I figure I probably will be better off getting a normal dizzy and an igniton box. A Msd digital 6 or 7 will work good for pulling timing once I add a small sniff of nitrous.
Without ECU, no trouble blocking EGR 😊💪👍
Im interested in how you hook up the tps and how it works. Still have overdrive?
Great job. Keep it simple !
Thanks, will do!
I have a 92 that he this conversion when I bought it. Are you in south haven? I’m in Trenton… great video wouldn’t mind if we could figure out a time for you to check it out
What is the part number for the belt you used once you done away with the smog pump ?
And what is the part number for the fuel pressure regulator also ?
They make a few different kinds of that style regulator and they all look the same.
Why couldn’t you use the factory temp,oil pressure and tachometer ?
Couldn’t you leave them hooked up the way they came?
I’m going to do this same swap and it will be a big help seeing how you done it and you explained it pretty good also
You have to cut through everything and rebuild the engine bay wiring almost from the ground up. So we lost some stuff. No big deal. May be different for you depending on the year vehicle.
@Nathan DiTrapani lol. You didn't answer his question which I'm interested in also.
Great video and explanation 👍
thanks!
If you pull off that back manifold that you just cut the hose on. The holes in the blocks or threaded for a 9/16 bolt I forget what thread pitch.
Great video! I am finally finished with mine, however now every time I put it in to Park or Reverse the engine dies on me. Just curious if you had a problem like that because I cannot figure it out to save my life!
I'll probably reference your videos a few times, although I might be building a chassis harness from scratch because that's what's become unusable on the '87 F150. I think I ordered a package with an HEI distributor.
Subscribed!.. Very informative, Thank You!
I have an 89 F-150 XLT Ranger two-wheel regular cab with the 5.0l EFI. I've been wanting to carb swap my for 2yrs now but everyone told me it's way to expensive and way to complicated.
I think even a bonehead like myself could probably do it in a weekend under a shade tree 🤷
The only thing that worries me is the distributor, it didn't leave you much room for timing, can a taller version be bought?
Lastly, will I need a specific year of intake manifold because of the E7TE head's or will any 302 intake work?
Thanks Again! ✌️
You ever figure that out?
@@skylermiller5293 Yeah you can get a taller distributor, it's pricey. I will see if I can get the brand and post it.
Otherwise everybody else that I know just simply shaves everything down until it fits their particular application.
So what if someone else cut the old ones off. Looks to me like they done away with the old gas lines . And its better to use the pump from the truck tank. Thank you
So a lot of those 65 dollar distributors are not specific, they have some with 1.5 shaft and some with one inch shaft. Gear to end.
You most likely used a 1.5 shaft gear to end on this build?
Make sure you're hei distributer has a steel gear. Or a gear compatible with roller cam.
Nice video. In all reality though this truck came with MAF and the stock computer coulda handled a cam upgrade. Definitely understand why this was done though. I’ve had days where I wanna trash all the slow response EFI on my f150 too.
did you ever do the video that showed how you setup the tps?
What’s the exact model of edelbrock intake you used. So I can avoid the same fitment issues with the distributor
Just tossing this out there hoping for some input. I'm going to try an experiment using the Holley/Ford 2V carbs from the mid '70's 2.3 mounted on a mid '80's lower f.i. intake to make an inline 4V. Should I mill the dividers between the runners or even chamfer them?
Have y'all made a 2nd video for the efi-carb swap 302? I'm struggling with the vaccuum lines.. please respond
First thanks for a great video..got some questions tho....we done a single tank 91 used a edelbrock fuel reg.but the factory pump over ran the reg.and kept flooding the carb bowl so we had to pull the sending unit and removed check valve o ring and drilled the 1/8 hole in check valve tube... worked perfectly....now I'm doing my 2 tank truck but I want to keep the use of both tanks....but if I remove and drill check valves I think it will just put the return fuel in the front tank right??...
And I was wondering did you get the HEI for the roller cam motor?? I was told the roller cam would eat the softer HEI gear up if not right one.... keep up the good work thanks
Same prob here ever figure it out?
Thumbs up for "jungle website"😂👍🏻
Awesome video and break down of everything you had to do for the conversion. Plan on doing this to my 94 Bronco. Did you figure out the TPS? Is it required for driveability?
If you have the e40d then yes you need it, the transmission needs it to know when to shift. Holley makes a tps kit you can wire right in for like $170
When is part 2 coming?
I’ve got a 98 ranger with a 97 explorer 5.0 swap with a 99 r470w 2wd transmission. I ran it 80k miles and the 97 trans stopped pulling so built a 99 to go back in but it’s not communicating speed info to the 97 ecu. I’m now changing over to Distributer and carb I’ve got a magnetic Distibutor with a msd 6a ignition box and blaster coil I still have e the ecu plugged in but the truck isn’t getting fuel I put a fuel regulator and return line on it but my question is do I need to run power to my factory fuel pump because I don’t have a cam sensor now and what about the crank sensor I don’t think I need it anymore correct. Thank you for your info on your channel
Assuming you have an e4od, I don’t see how your transmission would run properly without input signals from the efi harness. I had to run a stand-alone tcm for mine from US Shift. Your video was good and informative, but something seems off, and no video of it running?
Also, never go cheap on distributors. Only a matter of time before that thing leaves you stranded.
We have made a custom bracket that allows the TPS to get signal off the carb, we will be making a second video on it and will cover any questions posted here and also show what I came up with for the tps controlled trans
Honestly those china eBay HEI's are pretty good. I'd buy up as many as you can while you still can.
I am planning to convert my 1994 f150 to carb. What type of distributor should I but to avoid cutting the base?
Did you get the tps figured out?
Hey are those cheaper distributors for roller cam engines
Could I get more info on carb you used ? I have same setup but got a 2 barrel carb
I did same thing to my 94 shortbed 4x4 , it was all messed up when I got it..... wouldn't even pull itself hardly, but whoever had o2 sensors missing and all kinds of other shit, so that's why I went with carburetor.....truck runs great I did use the 289 intake and 4 barrel doesn't wanna come in going down the road only in first or 2nd....and that's with 2 different carbs, used Edelbrock and a brand new Holley...... wondering if the intake is limiting air flow? Any thoughts are much appreciated
Probably the secondary blades not fully opening.
How do you hook up the distributor wiring and what electric fan is that
I have a 90 f150 i am trying to carb swap but i cant find the right distributor. Mine needs a cast gear but all the hei i found have a steel gear. What distributor exactly did you use?!
Literally a 65 dollar distributor from speedway motors it’s what’s in the truck. Why you need a cast gear?
@@CarGuyVlogs everything i read says i have a flat tappet hyraulic lifter cam which is made of cast iron. They say steel gear on cast cam will detroy one or the other so im just trying to figure out what the heck will actually work! The other part is the rod length....i guess i need a certain length to reach the oil pump? I dont know.
@@timthetaylorman so the one we put in the truck did have a slightly shorter rod than the stock one we took out. Made it a little bit harder to get splined up and in properly, but wasn’t a huge issue. I really don’t know about the cast gear issue. I still have the stock cam and lifters in my truck so I never had to do research about that but I’m sure if all the other guys are saying you need to match I’m guessing you need to match.
i've read that there's some problem with the new distributor and which cam is stock in the truck,
if you have a roller cam then it will chew up the distributor gear, but a flat tappet cam will be fine. i don't really know how to tell the difference, online the photos look pretty much the same.
i read this on a mustang forum however and i think mainly it was mustangs and the 5.0 H.O. engine, which is different than the f150 302, which had the "high performance" roller cams on some years. are "all" f150 302's equipped with the flat tappet cam?
When did you with transmission any modification with the aode transmission
Once you hooked up the tps to the carb did the trans shift properly?
Doing swap now what fuel regulator
Any power gain ?
I did the swap on my 90 ford and can't find factory tach wire old coil plug only had one wire I'm useing hei dist
Do you have a part number for That serpentine belt
I just finished my conversion up, however my odometer and speedometer are now both out, any idea if the conversion messes with anything od that sort or is it just a crazy coincidence
Where are you guys located I need somebody in Florida that knows how to do this kind of stuff I have a 95 Dodge Dakota that due to electrical problems keep shutting off while I'm driving nobody can figure it out enough spent thousands of dollars I do not want to get rid of this truck thought about going carbureted but I am not electrically inclined
I had a friend that had that same problem.
Another friend that knew what he was doing permently fixed that by manually repriming the fuel pump.
He did this by using 1 wire on the fuse box under the hood.
There is a hole there that always supplys power...its used at the factory to check things.
He put that wire into the constant power spot to the fuel pump and manually reprimed it.
Hope that helps
I'm thinking of doing this for my friend family 1996 f150 cause the efi is being a pain in the but and have enough left over from the build of my f100 with 302 that should be cheap the only thing I am doing differently is using the 2bbl factory carburetor from my truck .the 1996 will be used as a spare truck so no point in making it make lots of power
Just bought a 1988 with a 302 that already has a carb conversion. My issue is getting it set right. Either it’s too much fuel or not enough. I’m thinking it may be out of timing. Any and all advice, I’ll take it!
I did all this with a 600 cfm elder Brock and a mechanical fuel pump.
Getting the vacuum advance just right was the only issue
Is it possible to change the timing cover to one that excepts a mechanical fuel pump?
Yes
I want to put a 302 in my 98 ranger with 4x4 what transmission do I need to keep the 4x4 and 5speed while being able to connect to 302 and to have the hydraulic clutch system also
What kind of intank did u ues bc i plan on do this to my 94 f150 5 speed
Wants to make power....gets rid of the best oem fuel injection ever and runs an Edelbrock. Lol
Sir, this was quite possibly the farthest away from being the best injection ever… idk what’s so good about being untunable and having a low ceiling of potential in the first place but to each his own I guess
I agree he says un tunable, he just doesn’t know how, you can change injectors throttle bodies and all sorts of things to make it produce more power, He should have got a gt40 upper and lower, he didn’t need o2 sensors or anything with the fuel injection system the only thing it needs is something telling the injectors when to fire it isn’t a obd2 so it isn’t goin to self tune anyway
Do you need to keep the ecu in for the trans or?
Yeah, also for the speedo
Haven't tried it yet but I found a e4od trans controller online. Ideally I'll be able to run a stand alone trans controller and delete my ecu
I have a 95 f150 pre runner that had a 5.0 I want to swap in a carbureted 460. Or should I find a 5.8 and convert it the way your doing it? Also how do I not loose my ac power windows and signals lights?
will this work on a 1988 F150 4.9L computer controlled, all manual 4X4 with air ?
Where is part 2?
I got a 91 and 🤔 of doing this to
What's the part number for fan harness
Starting a 90 bronco with 302
I have a 95 bronco with a 351w. Im attempting to use the stock distributor and coil but the idle is all over the place. Do i have to change the distributor? Also will my cruise control still work once i hook up the tps sensor?
Cruise probably won't ever work without Frankensteining a bunch of shit together. You're dizzy can probably be reused if you know how to remove the TFI module and repin in a MSD 6A/Street Fire Box. If you dont, I think a bunch of places sell ready to run distributors.
I have a 95 bronco i am doing right now, and i made a bracket for the tps. the only issue i am still having is my converter is staying locked up.
I disconnected the lock up wire and it the trans goes into gear fine and shifts. Any ideas on why it is staying locked up?
I’m about to make a vid about a bracket I made for it. We haven’t had the similar issue, ours seems to work just as it should when the tps is operating. Hard to say if the computers and everything is the same being that ford made so many changes during this period to the electronics on these
It has been sitting for several years and has a lot of miles on it, so i am wondering if the converter is just bad.
@@jamieorth4933 it’s possible, but if the lock up wire is functioning and it’s making it lockup when the truck send signal to lockup that would seem like it’s actually in good shape and doing what it’s supposed to.. hmm idk ill think about this one
@tbsgarge a video on the tps would be very helpful! I accidentally cut the wires for mine so i need to find which ones they are if you could show the wires that would be awesome! Thanks for making this video very helpful!
I don't get it, why not just put in a proper fuel pump?
Converting my 1990 f150 this video helps a shit tone
Carbed my 91 302 lariat it never ran as good as it does now and I got a lot faster
That's a farm truck, a old junker, not a daily driver where you need dependability to get you from point A to point B on time, There isn't too many mechanics that would work on that truck.
Well the good thing is, it’s so simple now that there will never be a need for ‘the mechanic that won’t touch it’
I see over time people are seeing the light .Normally there's that guy in the comments going efi is better blah blah .when we all know the efi In these vehicles is only good for turn key starts .not making power or efficiency
Well that EFI system is getting old and hard to get parts for.
Going carb is the only option left. Or you get a stand alone EFI, but that gets really expensive.
Someone watches vvg
Lost me at "Now hook your peepers" stop trying to be vice grip garage....
I made a reference to a channel that I am a fan of, and other people that are fans have generally enjoyed the references as VGG is not the only channel referenced, enjoy the rest of your day boss