I swapped a 5.0 of this vintage in my '75 C4 auto this year. Here's a good place to start:
I used a seperate high and low pressure electric fuel pump recommended by the above link (PNs there). You will need a new flexplate. Your starter will work fine. Some C4s (like mine) had an oddball converter pattern, so I had to swap mine to get it to bolt up (went with a lower stall for off road hookup--not concerned with street performance). My converter was all of $38 through a friend at the tranny shop.
A lot of people use the low/hi pressure pump setup because the high pressure units usually aren't designed to pick up and draw gas up out of the tank (why they're usually mounted in the tank). The low pressure sucks it up and feeds the high pressure unit. There's also a cool fuel accumulater setup you can build yourself from diesel truck stuff (check www.bcbroncos.com, http://classicbroncos.com/efi.shtml
). I put my high pressure pump on the frame rail and man is it loud. The best setup would be to mount the high pressure pump in the tank. A lot of people fear to go there, but I would like to do this to mine in the future. I wanted to keep things simple for the initial swap, so I didn't have too many variables to keep track of.
You also will need to plumb a new high pressure fuel line, and probably redo the return line while you're at it. The 5.0 should use a reverse rotation fan, opposite the Bronco's. Your radiator will also have the inlet/outlets on the wrong side. I bought a Griffin aluminum NASCAR radiator from Summit (2 row, 1" tubes) that fit dimensionally for $190. I asked for a lower radiator hose for the donor car, trimmed it, and found a formed upper hose that worked and looked factory (PN somewhere...). My radiator was a little tight in the stock location, since it is thicker than the stocker, so I will ultimately modify the core, push the radiator closer to the grill, and add hood pins (latch deleted). As of now, I only have about 1/2" fan clearance (I know--sacrilege) with a Flexalite 1517 fan and a 1.75" spacer. I could go with a slightly shorter spacer, but I will alleviate the problem by relocating the radiator. The 1517 is about $40, but I would rather have a rigid mechanical or a nice T-stat controlled electric unit ($ in future).
Your passenger side manifold will dump right into the framerail. You can cut and miter the exhaust pipe to work, get custom headers, or snag a set of Mustang shorties for cheap on E-bay, cut and modify the collector. The stock double sump oil pan should work great, just down a little on capacity. Add new motor mounts for cheap while you're in there.
If you don't have a body lift, you may have some hood interference (my problem/half-assed solution http://www.getbent.4t.com/photo5.html
). The stock pump from the donor car worked with my PS lines (after some massaging), but I had adapted the factory HP line with a fitting to work with a Saginaw pump. The stock pumped worked fine, but roasted on a trail after letting some friend's extract it from a stuck while at the emergency room (bent tie rod into axle, roasted pump trying to turn). I modifies the donor PS bracket to accept a Saginaw pump stolen from a 2.8 S-10 V6, and used the same pulley, turned backwards. Yup, when the pump fails the pulley will have to be cut off because you can't get a puller on it. Had to do this to get the right offset to make it work with the serp belt drive. It was broke, I was broke, and stranded.
Modify a junkyard Ford throttle cable to fit your EB's pedal (http://www.getbent.4t.com/photo5.html
), make yourself a cheap cold air intake (Fram 6543 works good, off the shelf, cheap). I still haven't reconnected a kickdown cable, but Lokar makes a retarded simple kit for about $50, Summit.
Then there's the wiring. Actually pretty easy, once you're done and reflecting back.
There are other minor issues you'll encounter, but this is the stuff that comes to my mind after my swap. I'll be happy to answer any Q's I can. Subscribe to the EBML and you'll find literally hundreds of people online who have done it in recent memory.