Ok guy's, I am getting ready for my new wagon to come home! I have a V6 our of a Ford Ranger with an Automatic tranny! What motor mounts would I need to put that in my soon to be 73 wagon???
Another question, although we probably wont do it, in fact hubby already said we wouldn't! LOL This motor has the A/C stuff on it. Would I be able to put a/c in my wagon?? I know it doesn't have the ducting for it, but I wonder how hard it would be to "make" some ducting work with the vent ducting in the car?
Ok, I have to do something while I am waiting a hole week to go get my wagon! LOL Might as well ask questions, right? ;D
you will more then likely have to fabricate mounts for that motor. its the 3.0 correct? or is it the 2.9? if it is the 2.9 the 75+ 2.8 mounts will work but you need to find the frame mounts. and do some fab work to make them work for you.
Quote from: 75bobcatv6 on July 17, 2009, 08:52:22 PM
you will more then likely have to fabricate mounts for that motor. its the 3.0 correct? or is it the 2.9? if it is the 2.9 the 75+ 2.8 mounts will work but you need to find the frame mounts. and do some fab work to make them work for you.
Maybe I will just put a 2.3 in it! LOL ;D
alot easier to find mounts for. im sure you already have frame and motor mounts for a 2.3 huh.
Yes, I have everything for a 2.0 and a 2.3!!
I was kinda hoping it would have been a simple mount change instead of having to do fab work! Sometimes when I have to wait for hubby to do stuff, I am waiting along time! LOL Paying jobs come first! >:( ;D
Kimmy, if the car was a 2.0 then the frame mounts are different than a car with a 2.3.
Quote from: 71pintoracer on July 18, 2009, 07:42:15 AM
Kimmy, if the car was a 2.0 then the frame mounts are different than a car with a 2.3.
Yah, but I should have everything I need to do either size motor.
I really don't know what was actually in the car. I don't know if you all can tell from the engine bay or not? I will find out next Sat.
(http://i106.photobucket.com/albums/m247/myhrdly/Pinto/414850497210_0_ALB.jpg)
(http://i106.photobucket.com/albums/m247/myhrdly/Pinto/453150497210_0_ALB.jpg)
So, what do you guy's think was in it?
Chad, do you remember what he said it had??
he said it had the 2.0 in it.
Quote from: 75bobcatv6 on July 18, 2009, 12:10:29 PM
he said it had the 2.0 in it.
Ok, thanks! I told you my memory sucked!! LOL Who are you again? LOL :lol: :lol: ;D
The Ghost has a 2.0 with and auto in it. I like how it goes, so I may just put a 2.0 back in it! Hubby still want's to try to put the Ranger motor in it though! I will let him play for a bit, but if he takes to long I will demand the correct motor go in!! LOL ;D
You can tell by the exhaust manifold it was 2.0. Fred :)
Exactly Fred, the manifold is a dead giveaway. Also noticed it has a swaybar. That is a plus! I think it would be great with a Ranger v6 in there. :)
Ok, I am again thinking about using this v6 motor out of the Ranger. Still not sure what size it is though. I asked hubby what year Ranger it came out of and he doesn't remember. He didn't pull it a friend did. He is supposed to ask this friend but he forgot! LOL I did take a pic of the numbers on the tranny though. Can anyone tell me what it is and will it fit in the tunnel??
(http://i106.photobucket.com/albums/m247/myhrdly/Pinto/IMG_0275.jpg)
(http://i106.photobucket.com/albums/m247/myhrdly/Pinto/IMG_0274.jpg)
These numbers are on the same side of the tranny, just one is in the middle and one is toward the end! If you can't see the numbers in the pics, I will reply again tomorrow with the numbers! To tired to do it now! LOL
http://www.broncodata.com/reference/partnumber.htm (http://www.broncodata.com/reference/partnumber.htm) try this Kim. I dont think those are the Correct codes or perhaps location. there might be others but Just looking for the code I get nothing. this might help you a little bit in that department. Hope this helps. I had to search for it lol
We kinda know what year the V6 is now. The guy that pulled it out of the Ranger said he thinks it is a 2.8, if not, it's a 2.9. He defenitly say's its not the 3.0.
I have decided to go with this motor in the 73 wagon. So does that mean I have to find the motor mounts and frame posts/brackets off of the Ranger??
Hubby said he would fabricate something if all else fails, but I figured if we were going to do a PnP run, it wouldn't hurt to look for the mounts and brackets I would need!!
Oh, and this motor has an a/c compressor and all on it. Wonder how hard it would be to install a/c into the 73? I'm thinking if I need the suit case to make the a/c work, it probably wouldn't fit! Then again, I don't know!! (http://i106.photobucket.com/albums/m247/myhrdly/headscratch.gif)
I have a pic of the motor! I know it probable isn't that easy to figure out what it is, but hey, you never know! LOL
(http://i106.photobucket.com/albums/m247/myhrdly/Pinto/IMG_7163.jpg)
(http://i106.photobucket.com/albums/m247/myhrdly/Pinto/IMG_7164.jpg)
Hi Pintogirl:
How interesting - I have been researching the SAME setup for my own '76 wagon!! You have a 2.8 or 2.9 there, not sure what year, but the transmission should be an A4LD. From the website "www.therangerstation.com", here is a breakdown of info for your tranny. Hope this gives you a little more info, you may want to visit that site and ask those guys, some of them own Pintos and they can be very helpful. Best wishes!!
Chris
A4LD - Automatic Transmission:
The A4LD four speed overdrive transmission was introduced in the 1985 Ford Ranger and saw use behind many 4 and 6 cylinder engines until the 1995 model year when it was replaced by the 4R44E and 4R55E electronic transmissions. The A4LD is identified by transmission code 'T'.
The A4LD was the first Ford transmission to use an EEC-controlled torque converter lock-up clutch and later became the first to use electronic shift control (via a 3-4 shift solenoid). The French-built A4LD was created by adding overdrive to the front of the C-3 three-speed unit. The A4ld has a 2.47 first gear and a 0.75 overdrive.
For 1995, the 4R44E (4 cylinder - light-duty) and 4R55E (6 cylinder - heavy-duty; IE: Explorer) electronically controlled transmission replaced the A4LD. It is mechanically identical to the A4LD.
These four and five-speed transmissions are used in four cylinder and V-6 applications (primarily the Ranger and Explorer). The A4LD was derived from the C-3 three-speed automatic transmission by placing a two-speed overdrive unit in front of the original three-speed workings. As the names imply, the "E" transmissions are electronically controlled (similar to the AOD-E/4R70W transmissions), while the 5R55E is a five speed version currently used only with the SOHC 4.0L engine. The 4R44E is a light duty version of the electronic unit, similar to the old non-4.0L A4LD transmission.
The A4LD is identified by a "T" transmission code. The overall length of this transmission is 28.687-inches. There are no adapters available to swap this transmission to a V-8 at this time.
Known Problems:
Premature wear or a repeat failure of the converter hub, bellhousing bushing, converter seal and/or pump assembly may be caused by a broken or worn crank shaft pilot sleeve. Located between the flywheel and the crank-shaft, the pilot on the front of the converter is centered on the hole in the sleeve.
To avoid these come backs remove the flywheel and visually inspect the spacer on every 2.8, 2.9, and 4.0 engine that may be suspected of having this problem.
If the original bellhousing bushing is not worn, reuse it. Converter hub to bellhousing bushing clearance should be .002"-.003" Converter depth from the front of the pad to front of the bellhousing should be 1 5/8" to 1 3/4".
If you have repeated front seal blowouts on A4LD's it may not be a problem with the seal or the quality of your work. Your could have a bad bellhousing. The bushing used in the A4LD is finished in place. Because of this the bore that the bushing fits into doesn't need to be in the center of the bellhousing, and in many cases it isn't. When you're working on an A4LD you need to check the bellhousing bushing to see if it's the original factory bushing. If it is, and it's not worn (no more than .003") converter hub to bushing clearance), Don't Replace It! If the bushing needs to be replaced, you need to make sure the replacement bushing will fit in the center of the bellhousing. To do this bolt the torque converter to the flex plate. Turn the engine over and check the runout of the converter hub. Now bolt the bellhousing to the engine. If the Torque converter is contacting one side of the bushing excessively, the bushing is off center and the bellhousing MUST be replaced. However, a slight amount of contact is acceptable. By checking the bellhousing first you can avoid repeated front seal blowout.
Solenoids:
The best that can be told from the ATSG manual, the changeover date for single to dual solenoid versions occurred in mid 1988. The single solenoid originally on the 1985-1987 transmission only controls the torque converter lockup function. Later models had the 3-4 shift inhibit solenoid added in 1988.
Length:
28.687-Inches
Cooler Lines:
The top cooler line is the cooler return line.
Band Adjustments:
O/D = 1? turns
Intermediate = 1? turns
Reverse = Not Adjustable
Gear Ratios:
1st = 2.47:1
2nd = 1.47:1
3rd = 1.00:1
4th = 0.75:1
Reverse = 2.1:1
Thanks for the link, I went over to just check things out and found out there is alot of info there!! Lot to read about!! Guess I will be busy! LOL
Thanks again for the link!
Glad to help. That site is REALLY great - well organized, thorough, lots and lots of 2.8 info. If you can't find it there, you won't find it!
Anxious to hear of your progress on this project, as it's something I really want to look at, too.
Chris