This might help settle some of this discussion.

Lets take two 95 F150s. Both are essentially stock regular cab with tool boxes full of junk and have over 250,000 miles on the original drivetrain, but have been taken care of and maintained. The 4.9 is an XL 5 speed and a short bed. The 5.0 is an XLT long bed and automatic. Both have 31 10.50 tires and the better of Ford's gears.

On a 0-80 run the 5.0 beat the 4.9 by a few car lengths. From 0-50 or so the 4.9 was out in front by a couple car lenghts. Around 55-60 the 5.0 began to pass the 4.9. Around 65 or so, the 5.0 was out in front of the 4.9. We made two passes and the results were the same. This was not using OD.

 

*Palm-to-face*.....UGH.....You win....My bad...

And Texasguy...You are 110% correct, I mean PERFECTLY on target....

 

what you are saying is that at lower speeds when torque counts for more, the lower effective gearing of the M5OD shows up the AODE really light 1st and 2nd, but once you get over 50mph where HP comes into play (hp is simply the speed at which work can be done) the 5.0 shines. I can believe it.

 

From the years of research I've done, it seems there are either very good running 300's and the not so hot running 300's. Strange.


I like my 300. However, if gasoline was cheap, I would be all about the big block V8's.

Since gasoline is NOT cheap, I personally feel that a 300 is a great truck engine.

Just slow.

In it's powerband, the 300 can MOVE - but falls on it's face shortly after!

 

The last few years of the carburated 300's were problematic. Trying to meet emission at the cost of performance. 1985 & 86.

 

I have only had one real issue with my carburetor, I had it rebuilt by a garage that did not do a quality job on it. They ended up having to take it to the dealership to get it set properly, but the job was still sub-par. Subsequently, I took it to a very good quality emissions, computer, carburetor shop some years later for a proper rebuild, and have not had any problems since.

 

To clear up a couple things:

From Bowtie_Schmowtie:

"Ever wonder why they never put the 300 in cars?"

The 240 was installed in full size cars in the '60s. So you could upgrade your stripper Custom to a 300 if you'd like. But the factory upgraded you to a V8.

From Bdox:

"Is there a non-electronic five speed trans that works with an older 300 4x4?"

Answer: Automatic, no. Manual, yes. Mazda M5OD or ZF. Info here:

Domestic Truck Tranny Guide

From quaddriver:

"the I6 does not suffer from 2 rods connecting at each crankpin journal like a V8 does (a win) and the I6 has **7** - count them **7** main bearings AND it does not like revving over 4000rpm. (a major win)"

Two rods on a crankpin--why is that a problem? Can you point to crankshaft failures in V-engines because of this? I don't think so. Seven (7) main bearings an advantage? No. More bearings, more friction. The 240/300 has seven vs. the previous in-lines four bearings. Seven are needed due to the length of the six cylinder's crank to control crank flex and harmonic vibrations. A V8 doesn't need and can't accomodate 7 bearings. Seven is an advantage over four bearing sixes, but not over V8s or even V6s. Not revving over 4000 an advantage? Wider powerbands are better. Besides, many "truck" V8s don't turn much faster than that anyway. My 300 didn't like much over 3500 btw.

 

You know...A lot of the answers here have been based on the "facts" that each individual has come to believe as the Gospel. Whether these facts were based on what someone has been told, or learned over the years, or if the said facts were looked up somewhere either in a book or online...doesn't matter. It doesn't even matter if the said facts are actually "FACTS" or not. Because it still falls back on opinion as to whether these facts are advantageous in any way or not.

It's like comparing a sports drink to beer. Which is better? After a long hot day I might NEED a sports drink. But I'm gonna have a beer

It's been said many times already. It's not a question of which is the best, it's whats best for YOU and what you like as an individual.

 

"It's been said many times already. It's not a question of which is the best, it's whats best for YOU and what you like as an individual."

I would go with "fact" on that one!

 

Yup, Kevin said it!

I am curious, though. Why is there so much competition / debate on the 300 and 302? It's all part of the same team. As long as nobody bashes my Inline Six, I don't say anything negative in return. Frankly, I think they're all great engines.

I just wonder why BOTH sides of the debates are so willing to throw in on these discussions and debates.

 

You are confusing what might be a 'problem' vs what might be better. Can I point to crankshaft failures in V engines due to crankpin sharing or almost sharing? yes. V6's firing at 120.

Since the shared crankpin dictates what portion of the cycle the siamesed cylinder is in, there will be stresses put on rod bearings - more so than anything else - not present in an I-configuration. It is better. Get used to that.

Second, since an engine converts linear motion to rotational motion, that torque number is exerted across every main bearing. Torque/7 begats a lower number than Torque/5. Lower numbers = less wear. Always have, always will. It is even more highlighted by the fact that the I6 from ford has a big massive rod and a big massive piston compared to its 5L V-brother.

While the differences are harder to see in personal light duty use vehicles, in more severe service usage such as large trucks, the I6 lasts longer than the V8 in the bottom end. The I6 was a non-frivolous engine choice for all Ford trucks. Mundane service trucks (such as delivery) In the F and E series were more often specced with the 4.9 vs the 5.0 or 5.8 simply because of the longevity and economy. How many people brag of 300K 300's. More than those with V8's?

The 300I6 found great service in industrial stationary engines. V-somethings cannot say that. This is exacerbated by the fact that the 5L V8 was specifically designed to be light duty. It does not stack up to the 4.9L. It should really have never been offered in the trucks - and I say this despite having owned 2 of them.

Ford could have pushed the I6 up to 180-200hp without stressing it, making the 5.8 be the entry V8 choice.

 

I hate to be the #'s guy but lets give this a quick think.

Both are within 1% Cubic Inch Displacement, but 1 having 25% less valves to intake and exhaust gases. Also the stroke of said engine is 25% longer with the same bore.

Do I need to draw a map?

The 4.9 is nearly perfect for slow steady pulling w/o downshifting. The 5.0 stomp it's @ss downshifting. I'm a diesel guy so I love the idea of cruising uphill in the same gear I'm flatlanding in.

Which is better???? The real question here is which driver are you???? The tortoise or the hare? Both are perfectly capable of winning the race just within different parameters.

My ? is... what is the realistic load limit to pull for both?

 

I appreciate your thoughts, but get your numbers right.

 

i agree with your comment joedaddy... its all what u like..my 300 still impresses me climbing over a decent hill without ever shifting..... now sometimes i like driving my dads 4.6(which is comparable to the 5.0 power wise) and just flooring it hearin that v8 scream lol

 

Thanks for pointing that out