Does anyone know what the stock HP and torque (and specifically at what RPM) ratings a '95 F150 5.0 engine has?

I've actually found some references to the HP and torque but none tell what RPM they are produced at.

I will be doing major rear end, engine and wheel changes from stock and I need a base line to work from.

Thanks.

Jack.

 

I am interested as well... I have found base HP/TQ ratings, but it is pretty worthless without the curves.

You could always do a dyno baseline before you start...

 

Too late for two reasons.
1.) I live in South Mississippi. Not a lot of Dyno's around here.
2.) ....and probably most important. I've already stripped this baby down to the bare frame. Just waiting to get it sand blasted now.

I figured this info would be easily available. Mustang and general car 5.0 data is everywhere. Doesn't seem to be so for this truck. I haven't found it yet.

Along with the fact I intend to put bigger wheels/tires on it (which means new rear end), I already have a replacement engine. I got a really sweet deal on a brand new Ford factory '97 explorer 5.0 engine...complete, all the way down to the wireing harness...never been installed or run. It had been used as a show room model for years and they decided it was time to get rid of it. This guy has the legendary GT-40 iron "P" heads on it. Figured I couldn't go wrong. Only thing is that it comes on HP and torque pretty high in the band....around 3500..... (a lot higher than your average pick-up truck). So I need to know where the stock 5.0 does it's tricks so that I know how much I need to change out.

Thanks for the response. I hope someone out there can help us.

Jack.

 

95' 5.0 has hyd roller lifters, putting out 205hp at 4000 rpm I believe, and 270 ft-lbs at 3000 rpm. That motor probably has the E303 cam in it, which should be changed for a truck application. You may want to call comp cams and get a recommendation for what to use. Another concern, is the headers. You need special headers for those P heads because of the spark plug angle, so make sure you pay careful attention to that and get headers that'll fit. I've never done it so I can't really advise you further.

 

Are you talking about the Explorer 5.0? I know it puts it's hp and tq at high rpm's....the numbers you give sound about what I ran across. When I saw those, I was pretty sure I would have to do a cam swap or at the least high numbers on the rear end. I was amazed that the truck six put out about 265 ft-lbs at 2000 rpms. That's why I was after the stock F150 5.0 numbers so I would know what to shoot for.

No problem on the headers. I already have them. Special "P" head shorty headers. Ceramic coated; look great.

Thanks for the info. I appriciate it.

Jack.

 

You asked for the HP/TQ of the 95 F-150 302, which is what I gave.

The E303 cam in the explorer has a peak HP of around 5500 rpm, and peak tq around 4500 if I remember correctly.

Just make sure those headers are going to fit between the framerails, an explorer set may or may not fit.

The I-6 has a peak torque at 2000 rpm, different motor.

 

Explorer doesn't come with an E cam. E cam is 220/220 .498/.498 and has a good idle lope. The explorer cam was waay less aggressive, down under 440 lift. It does favor the exhaust side, however. I could probly measure if I really needed to, I have an explorer cam, Cobra cam, GT cam, and an E cam laying here.......

An explorer motor with an E cam would be a 300 HP motor easily.

Call one of the three C's (comp/crane/crower) to see what they recommend for low-end with GT-40P's.

The 5.0 does have a bit higher powerband typically. The six grunts a bit better than a 5.0 in a truck typically, now you see why. Almost as much torque and at a lower RPM.

On the headers, call FRPP, their shortys may fit. All FRPP Mustang Shorty's fit P heads now, but they have a slightly different hookup than a truck to the Y pipe. Hedman LT's will fit with a bit of massaging.

I would recommend changing valvesprings, stock Explorer springs were weaker than even a GT 'Stang.

 

In 1997 the Explorer 5.0 engine put out 211 hp @4600 rpm and 274 lb-ft torque @3200 rpm. It had a cam unique to it (F4TE6250-BA CAM (.264" INT/.280" EXH. =
WITH 256 AND 266 ENDURANCE). That much I do know from research. That didn't sound much like a "Truck" engine especially since the 4.9 six would do 265 ft-lbs. at 2000 rpm. That's why I asked the question. Heck, I've got an '89 Mustang 5.0 H.O. that I put in a sports car that list 225 hp @4200 with 300 ft-lbs torque @3200. That sounds like as much of a truck engine as the numbers flying around here.

I really appricate all the response. All my experience is with car and boat engines and I was always told that "truck" engines were set up for low end grunt. So I've been really surprised and confused to see all these high rpm torque figures. I've read endless articles about the intake manifold runners for truck engines being longer and tuned for low end torque as opposed to say a GT-40 or Mustang H.O. which are supposed to be tuned for higner end speed. Well, if my Mustang H. O. engine puts out more horses and more torque at only 200 more rpm.....sounds like a great truck engine. :-).


It does sound like I'm going to have to change out the cam in the explorer engine. But I don't think I'm too worried about the intake any more.

Thanks for the responses.

Jack.

 

Remember that smallblock Fords are known for flat torque curves, so even though the peak is a little high, the low end isn't slacking. My Cobra with a stock cam in it broke 260 lbs of torque by 2700 RPM and held it until over 5000 RPM. The Crane 2031 cam does about the same thing but holds its high end better.

Crower 15511 is supposed to be a pretty good cam, works with some speed density and has similar lift numbers with more duration than my Crane.

Also remember you can degree a cam advanced a couple of degrees and pick up the low end sacrificing the top end. This varies engine to engine however....

If you really need max torque why not build a 351W? The GT-40p heads on that motor will make 350 or more #'s of torque and will have over 300 #'s from 200 to probably 4200 or so.

 

It's not always where the peak is...its also what the curve looks like. The I-6 is apples to oranges to a 5.0...that I-6 is more like a diesel then gas. Slow and torquey at very low RPM.

Drive a 5.0 and a 5.8 truck, and you'll feel the torque band difference. The truck 5.0 has very little torque below 1800 rpm. The torque band is sharp til about 2500 rpm, then starts to level off. The 351's longer stroke makes much better torque, my 393 is a stroked 351 for even more torque. The 393s are torque monsters.


Even Ford's 350hp 5.0 crate motor only makes 310 ft-lbs. My 393 can easily make 450.

 

Which crate motor is that? I don't see any 350 HP crate motors in my catalog, closest is the 345 HP 302, which makes 345 HP with a B cam, that cam is a 4-6000 RPM cam, makes its best power about right at 5000, which is before the torque/HP curve "X" at 5252 RPM. Fundamentally, that engine can't make more HP than torque, because no engine makes more HP than torque before 5,252 RPM.

There's a 360 HP (6000 RPM)302 that has 330 lbs of torque(5000 RPM), but it's a crappy combo of heads and cam, and the heads have valves which are 2.02/1.60's which are known for High-RPM flow but lose velocity at low RPM on a small CID motor which is gonna kill your low end.

 

Thanks guys. This is exactly the info I've needed.

I am going to re-gear the rear end because of larger wheels. It occured to me the '97 explorer engine I have probably has different HP and torque curves than the standard F150 truck 5.0 and I needed to take that into consideration for the gearing. Again; the reason for the original question.

As I mentioned, I have the Mustang 5.0 H.O. in a sports car I built (Classic Roadsters Sebring MX.....Cobra "wanna be"). I have experienced it's torque curve and it's exactly what your saying....not much below about 1800 but good and flat (although it does have a really nice peak at about 3500) up to about 5000. Sounds like the truck 5.0 is pretty close to that also.

So a different cam and proper gearing should give me strong torque and a highway friendly truck. I'll check out the cam companies you mentioned.

As for why not a 350. Well, I got the 97 explorer 5.0 (brand new from Ford and totally complete...wireing, plugs, oil filer, etc.) for what a 5.0 short block would cost. Couldn't pass it up.

Jack.

 

I hear ya on the inexpensive part. I bought a complete Explorer motor out of a JY for 400 bucks, I'm making 250 on the intake and 250 on the block. So basically I got a complete set of GT-40P heads and a good set of rods and crank for -100 dollars.

 

When I said 350hp, I was refering to the actual 345hp version. It's just a 302 with X303 heads and B303 roller cam. The lack of torque is more do to the fact that the 302 has such a short stroke. People bolt AFR165 and 185 heads on 302s to get over 400 hp out of them. A stock 302 has smaller ports and higher intake velocities, and only makes about 270ft-lbs (truck motor). The 302HO makes 300 ft-lbs...

The displacement sets the torque pretty much.


The truck's peak is at 3000 and if you saw the two motors on a dyno graph they'd probably be pretty different. The truck gives up on power after about 4200 rpm. It's normal running RPM is 2000-4000ish. It'll spin to 5500 but you've long pasted the power after 4500. The small ports and intake system provide good velocity but poor airflow for high RPM, so it bows out pretty quick at high RPM.

 

AFR 185's are too big for a 302 unless you are Forced Induction or turning really high RPM.

Pretty much every 302 from trucks to Mustangs (except Cobras and Explorers) came with the same E7TE head after 1987, so the ports aren't the difference. It's mostly intake and cam, and the X head crate motor doesn't suffer from a lack of torque. I have X303s on my Cobra now. Torque is definitely there, hurts a lil' more than before, because I lost some port velocity. Peak torque numbers probably increased, but at a bit higher RPM. (I milled them to 60 cc chambers, did some bowl work, and cleaned up the casting flash, and I'm running a slightly hotter cam than a B or E cam....)

I've said before that your port velocity ultimately determines your torque. Larger displacement, regardless of whether made by bore or stroke, will allow more port velocity with higher flowing heads, and makes your torque. But it also depends on your combination of heads and cam. You can put a high-end cam in a large motor and you'll still have to sacrifice low end for high end.

The big equalizer is Forced Induction. Blowers/turbos will make up your port velocity and make a small motor comparative to a built Big Block.