The best years for Explorer parts are 97-00. Unless you have a older ranger then the 91 (engine and electrical) and 94 (drive train) Explorer would be the better parts.

If your explorer/ranger? has the 4.0L V6 245ci OHC not SOHC and you are going to stay with the V6 4L throw away the FOTZ-B cam and use the FOTZ-A for everything from ’90 through ’92 explorers. The FOTZ-B is very similar to the FOTZ-A except that the timing was advanced 10° to move the torque curve around in order to make it feel a little better with the manual transmission.

Use the F3TZ-A cam for the ’93-’95 Rangers and Explorers that don’t have EGR; and use the F3TZ-B cam for the ’93-’95 engines that came with EGR and for all of the 4.0L engines from ’96 through 2000.

The V6 4.0L pushrod engines are all conventional 60° Vs with cast iron blocks and heads. The 2.6L block that began with a 3.54½ bore and a 2.63½ stroke ended up with a 3.952½ bore and a 3.307½ stroke by the time it grew into the 4.0L. The block was just about maxed out at this point so the cylinders ended up pretty close together and the rods were crowding the pan rail especially on the 97TM blocks. So thats why i recommend the 97+ v6 blocks.

The A4LD four speed overdrive transmission was introduced in the 1985 Bronco II/Ranger and saw use behind many 4 and 6 cylinder engines until the 1995 model year when it was replaced by the 4R44E and 4R55E electronic transmissions. The A4LD was the first Ford transmission to use an EEC-controlled torque converter lock-up clutch and later became the first to use electronic shift control (via a 3-4 shift solenoid). Adding overdrive to the front of the C-3 three-speed unit created the French-built A4LD. So unlessyou want to go through the whole electrical headache for the 4R44E or 4R55E electronic transmissions i would recommend the A4LD automatic from the 94 explorer/ranger/aerostars because internally most of the thrust washers were replaced with Torrington bearings which made the transmission much stronger and the transmission also got a computer controlled overdrive engagement. At its strongest (off-road race application) these transmissions (A4LD) are holding up to V6s making in excess of 300hp. Once the engines get much higher than that (depends on usage) the main shafts will start bending. Or to avoid all that complexity simply go with the mitsubishi 5spd.

However if you are going to swap to a 5L i wouldnt know i just know about the 4Ls. I would recommend www.4x4central.com for info on V8 5L swaps and kits. I do know the tranny has to go if you switch to the 5L.

Hope this helps you some. Have any questions just PM me.