Here is how she looked from the factory.  Although this motor had pretty good low end torque, it was way too gutless on the highway.  Other than that there wasn't a thing wrong with it, so I ripped it out.  (Sold the whole thing for $500.00). One thing I do miss however, is the 26 mpg it used to get!!

It's hard to believe this jeep came with such tall street gears.  The thing had 2.82:1 gears in the axles, and a T-176 four speed.  Sure... it could go 60 mph in 3rd gear, but that was nothing but trouble on the trail and I have the smashed up rocker panels to prove it!. 

Before I installed the new engine, there was some minor preliminary work to do.  Like a new front and rear axles with 4.10:1 gears, and a tranny with a granny, a New Process 435. This by the way, is ready to accept any Ford motor.

Of course, now it runs beautifully with its multiport fuel injection system, never misses a beat no matter what I'm doing!  No more loading up on hills, getting drowned out in water, or any altitude effect.

Ford 302 CI efi motor

It started with a 1990 Ford engine from a F150 4 x 4.  This engine had on 29k miles on it when the truck it came from was wrecked.  I was able to hear it run like a top before it was pulled.  It was purchased as a "conversion" so just about everything needed was supplied.

All I needed was the engine, manifolds, filter housing, AC, PS, water, smog, and fuel pumps, alternator, starter, hoses and complete wiring harness and computer.  (Making sure the computer was out of a stick or non-electronic autotrans application). 

Also, needed was an 11" flywheel, clutch and cast iron bell housing to mate with the New Process trans already in the jeep,  new motor mounts and a speed sensor.  Everything else was merely modifications, i.e. modified fan shroud, exhaust , electrical and fuel systems etc.

That's when the fun started!  More details and pictures of the installation below..........

Here is the 1990 302 EFI after installation.  You can see the hoses and wiring are kept to a minimum. From the right, showing the air intake plenum, it sits pretty high, but has room to spare when clearing the hood. The only thing factory on this side is the starter solenoid and the battery support.

This view shows how the factory alternator was used and the entire serpentine belt assembly too.  This results in quieter operation and easy belt and pulley maintenance.  Also shown is the EGR valve, which is only one of approx. nineteen smog control devices and sensors all fully functional.

This shows how the factory air cleaner was utilized and how the wiring is run to the necessary solenoids and the computer.  The computer sits behind the fire wall in front of the driver.  Much of the Ford factory wiring harness was used and integrated with the original Jeep harness. This only Jeep items remaining here, is the master brake cylinder, radiator overflow can, windshield wiper can and radiator.  Everything else was changed.

The spring over axle conversion, has fabricated shackles and 2 1/2" wide springs.  The shackles were made with a steel sleeve and fabricated,  welded into the frame for good strength. The factory shackles were moved from the front of the to the rear of the spring aid in better tracking and a smoother ride.  This also results in more articulation. 

From the front you can see the spring hangers that set the spring location.  They were mounted to a "cradle" in which the frames sits in.  This helps with installation and proper alignment.  A drop pitman arm, steering box support, steering stabilizer shock supports and sway bar connection points were also fabricated. 

Here is a view of one of the raised front shock tower, modified to be higher, and inward, to accept 30" shocks.  This item greatly increased articulation.

Like wise, here is a rear shock tower, modified to accept 29" shocks.  Below is another view.

The Warn winch sets on a custom built all welded bumper, and is trimmed out with tread bright plates on top.  The bumper is made out of a 4 1/2" "broke" channel and mitered at the ends approx. 45 degrees.  This helps with clearance issues, and yet assists in those really tight turns.  A tow bar can be attached when needed on the really long trips.

A two inch receiver hitch has been installed for the obvious reason, and also locates the one point connection, gas can and jamboree rack.  This comes in handy after a hard days jeeping.  After camp is set up, you can get rid of all that weight by pulling one pin!.  Not only that, the stout hitch adds protection for the gas tank, (although nature has still managed to cave it in on both sides) while eliminating body crackout because no holes are drilled in the body, and the spare tire carries no weight.