Tag Crown Vic Swap

Howdy folks, Ed here. Welcome back to Bullnose Garage. You know, when I first got my Bullnose and started looking around at some of the modifications I might want to do to it, there are so many options out there that I wasn’t even sure how to begin wrapping my head around them all. You’ve got all kinds of different engine options, transmission options, axle options, modification options. It can get really overwhelming. So I think what I’d like to do today is sort of a 50,000 foot view lightning round of all the different engines and transmissions that either came with a Bullnose or can be easily swapped into a Bullnose to give you guys an idea of what some of the options are out there for your build. I’ll also talk about some of the axles, some of the other components, and some of the more common modifications that people make to Bullnose trucks to, uh, you know, make them better. So stay tuned and we’re going to do it.

All right, we’re going to start with engines in no particular order. Let’s start with the Ford 300 inline six or four part nine meter. This bulletproof straight six was available from 1980 to 1986. Known for its low end torque and durability, it’s a workhorse engine, perfect for heavy duty use, and it’s what I have in my truck right now. Then you’ve got the Ford 3.8 liter Essex V6. It was only available in 1982. The 3.8 liter Essex V6 is a compact engine with moderate power typically found in the F100. It’s not as popular as the other options just because it doesn’t really have that much oomph. Next, you’ve got the Ford 255 V8 4.2 liter. It was offered from 1980 to 1982. This small V8 was aimed at better fuel economy, but it’s often considered underpowered compared to the other V8s. Now we’ve got the Ford 289 V8 4.7 liter. While not originally stocked in Bullnose trucks, 289 is a popular swap for those running a piece of Ford’s performance heritage in their build. And now we start getting into the bigger boys. This is the Ford 302 Windsor V8 5.0 liter. It’s a mainstay from 1980 to 1986. 302 Windsor is well loved for its balance of power, reliability, and widespread parts availability. You can find 302s everywhere in all kinds of vehicles. They’re really easy to get a hold of. And next we’ve got my personal favorite, the Ford 351 Windsor V8 5.8 liter. It was also available throughout the Bullnose years. And the 351 Windsor offers more torque and horsepower than the 302, making it a popular choice for towing and heavy duty tasks. It’s also the choice for my build in my truck.

Now we’ve got the Ford 351M or modified, the V8 5.8 liter. This engine was available from 1980 to 1982, mostly in trucks and heavy duty applications. It’s essentially a truck-tuned version of the 351 Cleveland. And that brings us to the Ford 351 Cleveland 5.8 liter. And this one didn’t come stock in Bullnose trucks, but it is a popular swap for those seeking high RPM power. The Cleveland’s large port heads make it a favorite for performance builds. It’s basically a performance 5.8 liter. Now we’re getting even bigger. Ford 400 V8 6.6 liter. It was available in the early Bullnose years. The 400 is similar to the 351M, but it’s got a longer stroke, so it offers more torque for heavy duty needs. And now we’ve got the big boy, the Ford 460 V8 7.5 liter. This big block 460 was available in Bullnose trucks from 1980 to 1986, typically the F250s and 350s. It offered massive torque and power, making it ideal for towing and heavy hauling. It’s also used for huge performance builds.

Now let’s move on to a couple of diesel engines. You’ve got the 6.9 liter IDI V8 diesel. It was introduced in 1983, and this international harvester diesel engine is known for its durability and efficiency. It offers serious pulling power for diesel enthusiasts. And then a step up from that is the 7.3 liter IDI V8 diesel. It was introduced in 1988, so it was not in stock Bullnose’s, but it is a popular swap for Bullnose trucks because it provides more displacement and power from the 6.9 liter with similar reliability. There you go. There’s the engines.

All right, moving on to transmissions. I’m going to start with a bit of a tease. That’s the BorgWarner tease, beginning with the T18. It’s a four-speed. It’s a heavy duty manual transmission available from 1980 to 1986. The T18 is known for its durability and low first gear, perfect for off-roading or heavy loads. Next is the BorgWarner T19. It’s also a four-speed, but it’s synchronized. It’s available in the same years as the T18, and the T19 offers synchronized gears, makes it a bit smoother in operation while retaining the T18’s toughness. Now we’ll move on to the new process NP435 four-speed. It’s another heavy duty four-speed manual known for its strength and ultra low first gear, also called Grande Gear. Available in Bullnose trucks throughout the early 80s, including 1985 because it’s in my truck.

Now we have the SR-OD. It’s a four-speed with overdrive. It’s a lighter duty transmission. It was available in Bullnose trucks during the early 80s. It offered the overdrive gear for a little better fuel efficiency while on the highway. Now you’ve got the T170FT. It’s a four-speed with overdrive. It’s basically the evolution of the top loader. It’s available in the early 80s, and this transmission was another overdrive option designed for light duty trucks, and it offered a smoother drive at higher speeds. Now we move on to the ZF5, the S542, and the S547. Both are five-speed heavy duty manual transmissions. The S542 was introduced in 1987, with the 47 following later. Both are popular swaps for Bullnose trucks, offering your overdrive gear and improved durability over older four-speeds, especially in diesel applications. And that’s where I’m going, not the diesel part, but I’m putting the ZF5 in my build.

Now we’ve got the ever-popular Mazda M5OD, the five-speed. It was not stock in Bullnose trucks, but it’s very common in some of the following years. It’s a common swap for those looking for a five-speed manual in a Bullnose. It’s got improved shift quality and overdrive for highway cruising. It’s a great transmission, but be careful if you swap it in because it’s not really built for a high horsepower application, because you might blow it up. Now we move on to the automatic transmissions. We’ve got a C6, which is a three-speed heavy duty trans. Available throughout the Bullnose years, the C6 is a robust three-speed automatic known for handling big power and towing heavy loads without breaking a sweat. Now we move on to the C4 three-speed. It was a lighter duty three-speed automatic. The C4 was available in earlier Bullnose models, offering a simpler and more compact alternative to the C6. Now we’ve got the AOD, the four-speed. It was introduced in 1980, and the AOD is a four-speed automatic with overdrive, designed for better fuel economy without sacrificing performance. And now a popular swap in, the E4OD, which is a four-speed automatic with overdrive. It was introduced in 1989, so it’s not part of the stock Bullnose lineup, but it is a popular upgrade for Bullnose trucks, especially with the C6 or AOD because it offers a stronger option with overdrive and better highway performance. The E4OD is what I have in my donor vehicle for my 251 Windsor.

Moving on to carburetors. You’ve got the Motorcraft 2150. It’s a popular two-barrel carb used throughout the Bullnose years, known for its reliability and ease of tuning. You’ve got the Motorcraft 4180C, the four-barrel carburetor, often found in the 5.0-liter and 5.8-liter engines. It offers better performance than the 2150 with improved fuel delivery. You get the Karner YFA. We use mainly on the 300 inline 6. The Karner YFA is a one-barrel carburetor that’s simple and reliable, perfect for the torquey six-cylinder.

Now let’s move on to suspension and axle systems. Two-wheel drive Bullnose trucks all got the twin I-beam suspension. It’s durable and offers a smooth ride, but it can be tricky to align and it definitely has its quirks. The four-wheel drive equivalent of that, the twin traction beam suspension, offered similar durability with the added complexity of four-wheel drive components. Along with those, you’ve got the Dana 44, which is a common front axle in four-wheel drive Bullnose trucks. The Dana 44 is known for its strength and ease of service. You also have the heavier Dana 50, found in heavier-duty models. The Dana 50 front axle offers increased strength for those needing more capability in their four-wheel drive trucks. Moving to the rear, we’re going to start with the Ford 7.5-inch. This rear axle was common in lighter-duty Bullnose trucks and Broncos. It offered adequate strength for fairly light-duty applications. Moving on from there, you can move into the Ford 8.8-inch. It’s a popular rear axle option. The 8.8-inch offers a good balance of strength and weight, making it ideal for most applications. And then, we move up to the 9-inch. Available with earlier models, the 9-inch rear axle is a legend in the off-road and racing world, known for its toughness and aftermarket support. The Dana 60, it’s the go-to for heavy-duty rear axles. It’s perfect for towing and off-road use, offering unmatched strength in the Bullnose lineup. The Dana 70 was found in some heavy-duty trucks. The Dana 70 offers even more strength than the Dana 60, and it’s ideal for the most demanding tasks. Moving on to the Sterling 10.25-inch. It’s a heavy-duty rear axle found in three, four-ton and one-ton trucks.

So now for the fun part. Let’s talk about some of the more popular mods and upgrades that you can do to your Ford Bullnose. I’m going to start with the Crown Vic Swap. It’s a popular front suspension swap. The Crown Vic Swap lowers the truck and improves handling with modern suspension geometry. Basically, you take a Crown Vic and you put the front suspension in your truck. The Saginaw Power Steering Pump Swap. Those whiny power steering pumps are a pain in the ass. This swap replaces the stock Ford power steering pump with a Saginaw offering improved reliability, easier steering and less noise. Rear Disc Brake Conversion. Upgrading to rear disc brakes improves stopping power and reduces maintenance compared to drum brakes, making it a popular swap. Front Bench Seat Replacement. Swapping the stock bench seat for bucket seats or a more modern bench can improve comfort and interior aesthetics. Tilt Steering. I’d love to have tilt steering in my truck. Adding tilt steering to a non-tilt truck can improve driving comfort and make getting in and out a little easier. Adding air conditioning. Adding AC to a non-AC Bullnose can be a challenge, but it can dramatically improve your comfort, especially in hot climates. Me, I live in New Mexico, so I made sure to buy one with AC from the factory because that’s a tough swap. Headlight Upgrade. Pretty simple. Upgrading to modern headlights such as LED or HID improves nighttime visibility and safety over the stock steel beams. Just make sure that you upgrade your wiring harness when you do it. Altimeter Upgrade. Swapping to a higher output altimeter is a must for trucks running additional electrical accessories like lights, winches or upgraded sound systems. And finally, the Borgeson Steering Shaft. This upgrade replaces the stock steering shaft with a Borgeson unit, improving steering feel and reducing play, especially on older trucks.

All right guys, there you go. There’s all the engines, transmissions, carburetors, axles and other miscellaneous mods that you can do to your Bullnose to make it better. But listen, I’m not perfect, so if I missed something, drop something in the comments and let me know. Guys, I hope you learned something from this video, and if you did, give me a like, email, subscribe. I really appreciate it. Hey, head to my merch store, grab a cool hat. Thanks again for watching guys, and we will see you next time.