Ok just sold my 2010 f150 and bought a 1996 f150 supercab xlt 4x4 w/ 5.8 .3.55 105k. Did vacume test and engine pulled 19.5 -20 inches with a rock steady reading. To my surprise the 96 seemed to be delivering more rear wheel torque than the 2010 w/5.4. I test the trucks on a long gradual grade. Both trucks are geared about the same and are turning 1600-1700 rpm at 60mph. I set the cruise at 60 and assend the grade. The 2010 gets about 1/2 way to the top and downshifts from 6th to 4th without going into 5th. The 1996 pulls the entire grade in 4th overdrive. When I first got the 96 it downshifted at about the same spot as the 2010 until I reset the timing. It was at about 6/7 degrees BTDC and I advanced it to 13 BTDC. No pinging on 87 regular either. The 5.8 is making more low end torque than the 5.4 even though it is rated at only 2010hp to the 6.4s 310 rating. I am anxious to tow my 31st 6000lb airstream with the 96. I have thought about a RV cam but first I would like to improve the stock setup just to see what can be done. Next I will try a 4.9 snorkel for more air. I do have a Jacobs Torque coil that was never used. Is there much to be gained with a stonger ignition? I guess if you can get a more complete burn you will make more power at the wheels. I have no interest in high rpm power. Just more low end for towing with the stock tires and gears etc. Thanks

 

Sounds like a good truck. The exhaust on these trucks is pretty restrictive, and is a good place to start, and I don't mean a set of pseudo duals... Headers/Y-pipe/Cat back would help. On the motor itself, 5.8 intake manifold and the heads are pretty restrictive. The most gain for the least amount of work may be Edelbrock or similar manifold, 1.7 RR's and full exhaust.

 

You have one of the best cams for this truck already. The only suggested improvement are 1.7 ratio roller rockers.


Great choice.


The factory ignition has plenty of power. Stick to the basics like plain copper Motorcraft plugs, good quality wires and a new cap and rotor. Highly suggest to bump the base timing a few degrees.

The other suggestion is to ditch the factory converter setup for a single hi-flow aftermarket replacement. If you want Stage 2, go with long tube headers and a custom exhaust/converter.