Originally Posted by
xctasy
I'm with Jess, take the whole lot. There are a huge range of 1999-2002 non ODBII EECV Aussie computers for the US GT40P which works real good for 235 to 300 hp level, so you don't have to rewire the whole thing to all the akward OBDII stuff. Of all 104 pins, up to 30 may be unused, similar to the 1996-2001 Explorer pinout occupancy.
You can stay with EECIV Speed Density and fit a MAF conversion kit. Using EDIS8 is a great idea, Megajolt can run it, so can some versions of EECIV. All depends how high hp you plan to go. The GT40P heads are much cleaner running. The 86 block has a limitation that is best avoided by wrapping it up and refitting it when or if you sell it. They have piston clearance issues with the better cams, although they can be breathed on. Sportsman Racing Products pistons with a nice 13 cc dish and some AFR's would be awesome.
Always look at what results the GT40P can give...(despite a reputation for appalling lapses in build quality due to bore distortion sometimes forcing the total replacement of some of these V8 engines), they are nothing short of stunning for what are junk yard heads found on junkyard engines in SUVs that no-one wants to be seen in any longer.
14 year old junkers are the rolling average 'sweetspot' for any engine rebuild, the Montaineer and Exploder 5.0 with fourbar heads are it.
My Aussie mate said it best in this post...
The GT40P "Explorer"-spec FBT Windsor is a significantly better spec engine than the older "HO" spec Windsor, even one with forged pistons. The piston technolgy has moved on to reducing reciprocation weight and looking after the cylinder bores, modern non forged pistons are okay to use if the computer is up to it. .
As for potential. well...IIRC, your engines were only rated at 215 in your SUV's, but everything GT40P was 235 hp capable and had coil packs and the opposite side 'Mexican' intake upper and intake manifold, which is what the Explorer 4 bar engines gave as a minimum in our US engined Falcons, but then there were six strenghts of mixture to +13, +33, +60, +100 hp levels, all absolutely stock (but plateau honed in the last three versions from 268 hp on)
Upgrade 1 =248 with a 305 lb-ft with just roller rockers, tuned length extractors and exhaust upgrade
Then these US engines then got rebuilt as Synergy engines by Tickford/Prodrive engineers in Australia, with a handbuilt plate as per Aston Martin practice.
Upgrade 2= 268 with 310 lb-ftnew cam
Upgrade 3= 295 hp with 321 lb-ft (different cam, Yella terra roller rockers, slightly better headers not as pinched as the earlier ones, a much larger throttle body and no EGR, the ECU has been retuned slightly )
Upgrade 4= a factory Mahale hyper piston, Argo conrod, Precision Rebuilds cast nodular iron 3.4" stoke 50oz unbalance crank 342 stroker with 335hp and 369 lb-ft.
Going GT40P is a 20 to 50 hp boost with the right parts as above, but as much as 115 hp up on a stock GT HO spec engine.
The nominal 200 to 225 hp MAF injected 5.0 from a 1986 to 1993 will suddenly become a 300 hp, 320 lb-ft engine with the proper GT40P headers, bigger throttle body, GT40P intake and engine mapping, and the XR8 Rebel or Tickford T1/2/3 cam, an E303 knockoff. From 1999 to late 2002, the Aussies stuck with mild reworks of the GT40P iron heads, and they even supported stroker engines making 335 hp and 369 lb-ft of torque, 82 mm throttle bodies, 1.7:1 roller rockers. And varitions on that E303 cam. Power ratings above that are best taken care of with lighter hi silicon cast alloy pistons, but block splitting has been taken care of by the aftermarket. Main And Upper Support is a good idea.
The GT40P is by far the best option. Some SRP pistons, N upper of the limit rebuild, some block support (lower and upper valley girdles) and you will have one of the best bases money can buy.
Shopping for new heads/intake begins! Please lend any experience and valuable info.
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