Wallet getting lighter now
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Well, you can do a few things. But, there is another thread here somewhere, where a member feels he is making more power with his 5.0 but sacrificed torque down low and is having to downshift more than stock. This is the nature of the 5.0, it's not well suited for a truck.
I would do what has been suggested so far, and if afterwards you don't feel it has enough pep, then look into doing a gear swap. That is what really helps the 5.0 trucks more than anything. In reality, they should never have been available with anything less than a gear from 3.73 to 4.10
I would do what has been suggested so far, and if afterwards you don't feel it has enough pep, then look into doing a gear swap. That is what really helps the 5.0 trucks more than anything. In reality, they should never have been available with anything less than a gear from 3.73 to 4.10
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exactly, i pull 2-3k typically and only do that maybe a dozen times a year. Alot of highway running and back roads. Around hunting season i run about 3 to 4 hours out. Just so you know how i drive. Truck never hits 4k rpm and only hits 3500 tops when i pass someone.
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My recommendation is to find a V8 explorer/mountaineer in a junkyard and grab the whole thing. You'll score a roller motor, better cam, gt40/gt40p heads, gt40 intake. Do a rebuild add some headers and you're done. No wasted time pulling a front clip to pull a random cam out of a truck and still have E7 heads. Should keep your torque up too
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The older explorers in my area are getti g pretty rare. It is definitlely an option since i can grab a whole motor for 200 i think. Would there be a minimum year, like a 94-96 that would be just a straight over swap and have the better heads with the roller cam? Either way, ill be having heads done up, and a rebuilt engine.
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I have found a 94 5.0 that ran mass air from a f150. Are there going to be any wiring complications or any issues for this? Hoping i can pick it up for 100 bucks. Only if i wont run into many complications though. What are the thoughts?
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There is nothing that makes an engine MAF or Speed Density. The 1994 engine will have the better roller camshaft.
The IAT/ACT sensor is located in the airbox for 1994 and later engines versus the lower intake manifold for the 1993 and earlier. That will require swapping the lower intake from your 1992.
If the 1994 engine has a 3G alternator, keep it in place. Change the wiring on the truck to adapt for this superior design alternator. Easy button.
You might find the TPS sensor connector is rectangular versus round, but nothing major, just swap the one that fits the existing wiring.
The IAT/ACT sensor is located in the airbox for 1994 and later engines versus the lower intake manifold for the 1993 and earlier. That will require swapping the lower intake from your 1992.
If the 1994 engine has a 3G alternator, keep it in place. Change the wiring on the truck to adapt for this superior design alternator. Easy button.
You might find the TPS sensor connector is rectangular versus round, but nothing major, just swap the one that fits the existing wiring.
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That is what i meant, i just worded it that way to describe the two different engines. I will have my truck in operation until i get it done. But you did describe the issues i may run into very well, thank you. Does anyone know any other possible hiccups i may encounter?
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