The 302 explorer intake wont fit your 351w. It's not wide enough. The tubular lightning intake is better anyways.

As for smog, idk, kansas doesnt do any of that.

Gt40P heads have a weird angled sparkplug and must use GT40P specific headers.

 

I have a 351 lightning lower. Both uppers should work. Thanks though. I was mainly asking which upper is simpler to connect to the factory bronco setup.

The flow comparisons on other threads appeared to show little difference in performance for a minor mod like this so I'm trying to make this easier on myself for a change.

Handling the emissions stuff is always an adventure

 

Your headers need to be for gt40p heads to clear everything. Stick with the lightning intake if it will fit (can't remember if they do). It's the most similar to the stock intake and everything should bolt up. You don't need AIR unless you have cats. And TBH the only reason these trucks ever needed AIR is because of the stock 2 way cats and the way the strategies were programmed.

 

Lightning intake is setup more like a car intake. No external EGR, Lightning specific throttle cable mounts and ignition coil brackets, PCV is routed differently, vac tree is different, etc. It'll fit on a normal 5.8 but without the throttle/coil mounts, it'll require some extra fab. Also, the stock truck TB won't bolt to it, and the air intake is different

 

not much u can use on the gt40p; have to weld custom headers to run the heads.

 

Yes I'm expecting to make mods. My current motor is a 94 air in exhaust from an f250. I've been running it with a 96 MAF setup. Had to repin the harness to make it work but ran well with no codes until my bro ran it and the oil pump went out on him.



Since I pulled the motor I decided to get more out of it by helping it breathe. I've got the major parts to make the mods that other folks on this forum have done. Some went lightning upper, some went explorer.

Since my exploder has all the trimmings it's tempting to use it. Need to buy 65mm TB and new EGR to use the lightning. Wanting to switch it over to air in head and eliminate the extra piping. I'm going to take my time on this one. Lots of good threads with folks that took different approaches to the mod.

Not clear that since this is a mild mod whether I need to get higher rated injectors. 19s should be good to 300 based on what I've read here. Don't think my build will be getting there. Probably 240-250 if I'm lucky but still researching.

I'm going to hold off on buying gt40p compatible shorty headers till I complete the research on egr. Don't want to buy a set then have to weld bungs on after if I end up reverting to air in manifold. Good times

 

if your running 96 5.8 EFI, there is smog system, just EGR. so you dont need to worry about AIR in the back of heads or cat. if your using 96 5.0 then there is.

P heads are really going to restrict you to certian headers and possibly headaches. you would need to dril lthe headbolt holes bigger and i would highly recommend getting a set of good valvespring kit for them from AlexsParts. honestly i would avoid them, the amount of money you would put into them i would jsut save towards some decent AFR heads which are emmision compliant. but if your really wanting P heads, they SHOULD have the ability to allow internal EGR tho i would check before you buy them. Explorer heads do not have ports for AIR in back of head if your worried about it

19lb injectors with stock fuel pressure are good for about 260hp at 85% duty cycle. you never really want to pass 80% duty cycle. by increasing fuel pressure you can push that limit higher but then you start confusing the PCM. you can buy a ProM calibrated MAF and upgrade to bigger injectors pretty easy without tuning tho tuning is still perfered. thats if you need it tho as you probably will make similar power as the Lighting but with a different cam

problem with the 96 EFI is it uses DPFE sensor to measure EGR flow, jsut like the 98+ Explroers. the Lightning and older trucks use EVP on top of EGR valve. DPFE need the external tube to headers because they have a flow restrictor in the tube and 2 small tubes on each side going to the the DPFE sensor. this will pretty much kill your plan on trying to make the EGR work correctly. if you were REALLY good you can possibly try to make the internal EGR act similar with the DPFE, i did it on my 96 but never got it fully work before i decided to jsut tune EGR out. i drilled and tapped a port on the EGR spacer and on the upper intake to the EGR passage. then i made a restriction between them that mimiced the one in the EGR tube. i had pics of how i did it but deleted them

 

Thanks kingfish that's really helpful input. My computer is after market and has calibration number F6PF-AVA. 6689. I've been running the EVP and air in exhaust setup with the plumbing coming off the front and back of the factory manifolds. Hasn't given me codes. Sounds like I should weld some bungs and replumb the egr I have if it will bolt up to one of the new intakes.

Or perhaps my old setup was dumb luck. On occasion I would get a pending code for a lean condition on one bank but I always figured it was because I damaged the o2 sensor housing when I was putting it in.

Although I had assumed the computer was reading the EVP it may have been ignoring it and using DPFE sensor. I'll need to look up where the DPFE sensor is located in the setup and on the pinout to make sure I'm talking the same language as my computer. Good info thanks!

 

i dont know calibration codes. im more familair with catchcodes which im only familair with a few. is you PCM 60-pin or 104pin? 96 uses 104 pin where 95 and older were 60-pin. so if you went to 96 104 pin that alot of repinning, where 60-pin is significantly less.

ideally 96 5.0 and 5.8 were both DPFE (other than heavy trucks which were not MAF). so i cannot give you a pinout for a 96 truck with EVP and MAF, i can give you a pinout/diagram for DPFE tho. as you see they both use pin 65

the DPFE EGR tubes look like this

the EGR valave is different, not having a place for the EVP sensor on top

DPFE sensor mounts close to it

if you need to compare to something, here is a pinout of a 96 Explroer 5.0 that uses EVP. the EFI is very different but the pins for certian sensors should remain the same. so if your PCM did use EVP the pins would be the same. yuo can see it uses pin 63 instead of pin 65. then on the 98 5.0 Explorer that use DPFE, they use pin 65 again

 

if you are using a 96 5.8 PCM, you can delete the whole smog setup. they do not have the smog pump, they jsut have an idler pulley there. so if you are using a smog pump and nothing controlling the solenoids, it might be causing lean conditions. you might need to delete it to stop that

 

Wow great photos thanks!! I've got a 104 pin ecm. Miesk sent me the full pin out last year and I used it to repin my 94SD harness into the 96 MAF connector. I have the full setup off the exploder. I'm gonna go eyeball it against what you sent. I think I can mod it to work as your describing. Might need to hit the jy to find that tube your showing. Very cool info thanks! Raising my beer to you sir

 

so you are going to make it external EGR then with a tube?

the Lightnings have the throttle body pointed towards the driver side to go to air filter box. they use internal EGR

Explorers point the intake to passenger side.

while you can mount them either direction, you will have to change some stuff up to do it. making an dpfe egr tube is not oging to be an easy thing to do. and there is not going to be a factory tube that will be easy to use either. the explorers mount there EGR tube on top of manifold like this if you try and use there tube as a base. even if you build a tube its gonig to have to be pretty close to stock or it will throw a code for egr flow


really i feel like you should jsut sell that Lightning intake and stick with Edelbrock truck intake. price would almost even out

 

I haven't decided anything yet. I'm going to print out everything you've attached tomorrow so I can track the pin outs easier than looking at my phone.

I thought I saw a thread on here where the explorer was put on the opposite direction with the 90 rolled to point forward. I just looked at mine and realized the egr is missing. I might take a trip to the jy and get a better look at how they set it up. JY is my happy place so it's a good excuse.

Running the external might be simpler. I'll have to check bung sizes. Maybe I could run some swagelok tubing if I can get the right fitting size. Much planning at this stage

I haven't read up on the edelbrock intake. How does that simply the mod?

 

those Lightning intakes are almost worth gold some reason. you can sell them for nearly the price as the Edelbrock intake. by doing that, your now using standard truck parts. dont need to change any wiring for using the Lightning/Explorer intake or relocate coil/solenoids. use stock throttle cable instead of rigging one to work. can use a 96 5.8 EGR tube instead of trying to build one and weld a bung on headers.

makes it where you pretty much just need to find correct 5.8 headers withthe EGR port that fit P heads. or get rid of P heads and get somethnig better. if you look hard you can soemtimes find some ogod deal of mustang forums selling good heads. like you can get AFR165/185 sometimes for a good price and are emmision legal.

Edelbrock 3881

DPFE 5.8 EGR tube

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Complete upper/lower Lightning intakes are going for $1200-1500 on ebay currently. The Edelbrock truck is about $900 shipped. Definitely come out ahead going that route.