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So it looks like I'll be building my 393 stroker sooner rather than later so I'm looking for any and all advise you guys have so this comes out perfect. My Bronco will see mostly city and highway driving but will see dirt any chance I get with the ocasional trip to Baja. It will run in my '89 Bronco and will retain EFI but I'll probably be adding Mass Air to make it work. I should also note that I have C6 in case you're wondering. If any of you guys have built a stroker before, I'd appreciate any input as to what parts would be worth taking a look at.

My original plan was to build a 408 stroker but Tom (BajaF250) gave me some great reasons for building a 393 instead.

393 is the way to go. It's what I was looking at before someone on here started swaying me to the dark side. 408 is just too big for the 351 block if you ask me - and the 425 or whatever else they are taking it to is WAY too big.

Do you know what parts (crank, rods, pistons, heads, etc.) you're going to be runni9ng yet?

Not yet. I'm open to any ideas.

As far as pistons I'm thinking some flat top pistons. For the heads I was thinking some Vic Jr. heads since I've seen them do really well on Mustangs in the past. That being said, I'm open to suggestions on heads, cam, intake, headers, and rotating kit assemblies.

ChaseTruck754 wrote:393 is the way to go. It's what I was looking at before someone on here started swaying me to the dark side.

Don't tell me you're going to an LS based engine too?




I'm a fan of that engine as well. Like Andy said, you can't beat the fuel mileage or the decent power and reliability of an LS and hopped up its a beast of an engine. Shhh...don't tell anyone I admitted that.

Uh - that's what's brewing around in my brain right now. Just can't see spending the cost of doing a 393 stroker and getting crap mileage when I can spend about the same & get about the same HP & almost double the mileage.

Some people may call it blasphemy, etc. but I'm all about the best part for the job - no matter what it originally came in/on. Get's me lots of heat on the old ford forum I'm on but I could care less as my end product is better...

Do you think my fuel mileage will suffer a lot. At last check I was already getting 13 mpg Hwy and 8-9 city.

Depends on your right foot, but I'm not positive. I don't think it would get a ton worse, but I haven't built/driven a 393 before so I can't say for sure.

Agui-E7TE wrote:Do you think my fuel mileage will suffer a lot. At last check I was already getting 13 mpg Hwy and 8-9 city.

Shoot for 10 MPG, and then stop trying to figure out what you get..... here is the math for you Auggie... Trucks are heavy, tires are big, and right foots are burried..... your not gonna get a Bronco pulling 20-30mpg hahahahaha

I always joke with Andy about mileage... I dont figure mine out becuase its painful, I throw 60-80 bucks of fuel in it, and go... if I cant put that much money in fuel, I shouldnt be driving it.

tcm glx wrote:Shoot for 10 MPG, and then stop trying to figure out what you get..... here is the math for you Auggie... Trucks are heavy, tires are big, and right foots are burried..... your not gonna get a Bronco pulling 20-30mpg hahahahaha

Unless you put an LS series in it

tcm glx wrote:

Agui-E7TE wrote:Do you think my fuel mileage will suffer a lot. At last check I was already getting 13 mpg Hwy and 8-9 city.

Shoot for 10 MPG, and then stop trying to figure out what you get..... here is the math for you Auggie... Trucks are heavy, tires are big, and right foots are burried..... your not gonna get a Bronco pulling 20-30mpg hahahahaha

Thats where (I hope) you are wrong!!

If a Jeep J-truck can do it on 35's......there's hope

That's my strategy for the '79 with the 460....60 bucks and run it till its empty. Fuel mileage wont deter me anyway but It would be nice to be able to pull 12 mpg at least. I'm sure this 393 will run better than my high mileage 351 that I haven't done a tune up on in since I first got it. Hell, the balancer was broken and I didn't realize it until last week. It runs so smooth now that I put a new one in with some underdrive pulleys but I haven't taken it on any trips to see if there's a difference on fuel mileage.

I'll take the power over the mileage any day.

tcm glx wrote:

Agui-E7TE wrote:Do you think my fuel mileage will suffer a lot. At last check I was already getting 13 mpg Hwy and 8-9 city.

Shoot for 10 MPG, and then stop trying to figure out what you get..... here is the math for you Auggie... Trucks are heavy, tires are big, and right foots are burried..... your not gonna get a Bronco pulling 20-30mpg hahahahaha

I always joke with Andy about mileage... I dont figure mine out becuase its painful, I throw 60-80 bucks of fuel in it, and go... if I cant put that much money in fuel, I shouldnt be driving it.

I tend to agree here. Is someone out there getting killer mpg with 6.0s? I thought GM trucks would only get about 13-14. No brand hate here, just an honest question.

My limited understanding is it takes so much energy to push a big truck through the air. The 2005 silvy 4wd 6.0 gets about the same mileage as the 1996 5.8 Bronco. 12 city and 16 highway for the chevy and 11 city 15 highway for the Bronco, which is about what i got with my 95 5.8 Bronco. It is also about what I get with my 62 F100.

http://www.fueleconomy.gov/feg/bymodel/ ... rado.shtml
http://www.fueleconomy.gov/feg/bymodel/ ... onco.shtml

The C-6, and non lock up convertors as a whole, tend to kill the mileage the most. An 84 Bronco with a 5.8 C-6 gets 10 city 12 highway, while a manual of the same year will get 11-14.

http://www.fueleconomy.gov/feg/bymodel/ ... onco.shtml

It should pass smog easily since it will likely run cleaner than the current stock setup. Either way, it's not really an issue for me. My '79 Bronco passes cleaner with the 460 than it did with the old 351M.

Agui-E7TE wrote:So it looks like I'll be building my 393 stroker sooner rather than later so I'm looking for any and all advise you guys have so this comes out perfect. My Bronco will see mostly city and highway driving but will see dirt any chance I get with the ocasional trip to Baja. It will run in my '89 Bronco and will retain EFI but I'll probably be adding Mass Air to make it work. I should also note that I have C6 in case you're wondering. If any of you guys have built a stroker before, I'd appreciate any input as to what parts would be worth taking a look at.

My original plan was to build a 408 stroker but Tom (BajaF250) gave me some great reasons for building a 393 instead.

IMHO, there are sacrifices to be made when building a daily driver as opposed to an off-road only race truck. First, ensure that you release yourself from the high spinning high HP Mustang mentality. On the street in a full size truck you will require low rpm torque to comfortably get the heavy beast moving. And if you live in a smog state, that is an issue as well. My daily driver build was planned with specific parameters including high torque at low rpm, pump gas compatable and emissions friendly. HP is irrelevant with such a heavy truck and the highest obtainable low rpm torque is key. .030 over and stroked to 4" met my needs in a 408. I considered a 393 but the only advantages within my goals were cost effectiveness. If you want to save money, this is probably the route to take.

Again, the sacrifices are in both HP and TQ in order to remain street legal. I am now getting 11.63 mpg hwy and 9.8 city while producing 350 HP and 510 TQ in a 91 Octane Emissions Approved 1990 Bronco. Then again, I am not in California. A word of caution is to not neglect your stock drivetrain when upgrading to high torque. To ignore the drivetrain will equate to unforseen expense and downtime. Along with a tuned MAF Upgrade, Custom Level 10 Bulletproof E4OD, a well built Currie F9 and ABS Electric Boost Brakes, here is an example of what works for me:





Seattle FSB 408 Stroker Build

Factory Ford 351W Block (E9AE-6015-AA-14)
408 CID, 4.030 Bore, 4.000 Stroke, 6.200 Rod Length, 9.500 Block Height, 1.300 Piston Compression Height, 9.546:1 Static Compression Ratio, 7.600:1 Dynamic Comp. Ratio

Eagle Forged 4340 Steel Crankshaft
4.00" Stroke, Balanced & Polished

Eagle Forged 4340 Steel H-Beam Connecting Rods
6.200" length, 2.100" Crank Pin, 0.927" Piston Pin Diameter, 0.940 b.e. width

SRP 31cc Inverted Dome Pistons
-31cc Dome Volume, 9.27 Pin Diameter

Speed Pro Plasma Moly Rings
1/16, 1/16, 3/16

Clevite H Series Main and Rod Bearings

Pioneer SFI Harmonic Balancer

Pioneer Heavy Duty Flexplate

Balanced Rotating Assembly

AFR 185 Outlaw Heads
185cc Intake Port, 2.020 Intake Valves, 1.600 Exhaust Valves, 58cc Combustion Chamber, 68cc Exhaust Ports, .750" Head Deck, 1500 to 6500 RPM

Full Head Porting

Fel-Pro Performance Head Gaskets
PN Z10111, 4.100" Bore, .0410" Compressed Thickness, 9.000cc Compressed Volume

Comp Cams Xtreme Energy Hydraulic Roller Camshaft
Part #35-351-8, Grind #XE270HR, 1800 to 5800 RPM Range
270 Intake/270 Exhaust - Advertised Duration, 218 Intake/224 Exhaust - Duration @ .050" lift, .512" Intake/.512" Exhaust - Valve Lift, 114 Lobe Separation Angle

Comp Cams Pro Magnum Retro Fit Hydraulic Roller Lifters

Comp Cams Hi-Tech Push Rods
5/16" Diameter, 7.694" Length, H-H End Type

Comp Cams Pro Magnum Full Roller Rocker Arms
3/8" Rocker Studs, 1.6 Ratio

Cloyes True Roller Timing Set


ARP Main Studs
Milodon 4x4 Oil Pan w/Tray
Milodon Oil Pick-up Tube
Melling High Volume Oil Pump
Custom Lokar Flexible Machined Oil Dipstick

Super Duty Poly Motor Mounts
ARP Bolts and Studs Throughout

Ford Racing Tall Aluminum Valve Covers
Ford Racing Closed Crankcase Breather
Fel-Pro PermaDryPlus Valve Cover Gaskets

Holley (Walbro) 255 Fuel Pump
Accel High Impedance 40 lbs/hr Fuel Injectors
Professional Products Powerflow Fuel Rail
Professional Products Adjustable Fuel Pressure Regulator
BBK Rail Mounted Fuel Pressure Gauge
Canton Racing Products High Flow Fuel Filter

K&N Customized Air Intake Tube
Edelbrock Performer Intake Manifold
Intake Porting
BBK 56mm Twin Throttle Body

MSD Pro-Billet Distributor
MSD Steel Distributor Gear
MSD Cap & Rotor
MSD 6A Ignition Control
MSD Ignition Harness
MSD Ignition Noise Filter / 26 KUFD
MSD Blaster TFI Coil
Accel 8.8mm 300+ Spark Plug Wires
NGK V-Power FR5 Spark Plugs

Bassani SS Ceramic Coated Equal Headers
Remflex Exhaust Gaskets
Bassani SS Y-Pipe w/SS High Flow Cat
Bassani SS High Flow 3” Cat Back Exhaust

Ford EEC-IV/MAF/E4OD/OBD-I Computer
PN F5TF-12A650-JB (WAY1) 1995 5.0L F150
RJM Injection Technologies Truck MAF Conversion Harness
Pro-M Racing 75mm Chrome Bullet Mass Air Meter
Motorcraft Distributor Mount CCD TFI Module
DynoJet Performance Tune w/Custom Chip

VERY NICE!!! 500 ft/lbs must move along nicely.

hobbyturnedobsession wrote:Don't plan on smogging it

I love these comments..... you and Tony will be first on my list to visit.

Hahah what do you mean Andy?

Silverslk wrote:

hobbyturnedobsession wrote:Don't plan on smogging it

I love these comments..... you and Tony will be first on my list to visit.

Andy, you seriously considering an LS engine?

BajaBronco13 wrote:

Silverslk wrote:

hobbyturnedobsession wrote:Don't plan on smogging it

I love these comments..... you and Tony will be first on my list to visit.

Andy, you seriously considering an LS engine?

uh.....no.....