Hi guys, I have a 96 302 equipped truck with a grenaded motor. A rod broke and destroyed the crank, and the block. I have a 302 I built for my supercharged mustang, the mustang still needs some work, on a stand and I am thinking I am going to use it for the time being. I have AFR 185s, 1.7 rockers, dish pistons, and an e-cam with around 9:1 compression. I would like to run the motor in N/A form but I'm concerned with the cam specs. I know I will have to have the truck tuned but will the cam's lsa be a problem? E cam has 110 deg vs 114 on the stocker. I plan on using the F150 intake, and buying headers.

 

It'll run as long as you use big enough injectors and MAF meter to feed the motor and have a tune burned for that combo, but you will come to understand why the alphabet cams are poor choices for a truck.

 

Thank you for your response Conanski. I want to build a 351 for the truck but I don't have the cash and time right now. I do have a set of 24#s and an 24# MAF off of my mustang to use so I should be good. The e-cam is going suck even with the 1.7 rockers on it?

In other threads asking for cam advice you seemed to always recommend a cam with 114* LSA. Any particular reason for this?

 

It's for idle quality and drivability, but total cam duration is the biggest factor in what work well in a truck versus a car.

 

Conanski if I got a 351 and ran the stock cam but put y303 heads and shorties on it do you think it would require a tune? I know the truck computers are a little touchy.
I'm having trouble finding a shop I trust to tune it in the time I need it done by.

 

Why don't you drop a stock 5.8 in there if you just need it back on the road with minimum hastle.

 

I happen to have those y303 heads just sitting on a shelf in the garage, but hopefully I will find a donor with a decent set of heads and a good cam.

Thanks for your input.

 

Yea, it'll run with the Y heads. I'm running a stock roller 96 351 in an E150 with GT40 iron heads, 1.7 rockers and shorty's with the stock roller cam.

 

Thanks for the response baddad457.

I am actually having a little trouble locating a decent donor. This weekend I ran into a guy who has a complete 95 351 with 58K on it but he says it appears to be seized up. It was running before he parked it 7 years ago and I would have to pull it out as well. I am still looking for other options but worse comes to worse boroscope the seized motor and see where it's at.

It shouldn't matter if the donor motors AIR is in the head or the intake right? As long I connect it back up to the trucks connection it should be good right?

 

Reviving this thread as I finally made some headway.
I got my hands on a running 351W out of an E350. I'm going to toss the wiring and EGR stuff and use all of my 302 F150 stuff. The only issues I am seeing so far is the getting the tone ring on the 351's harmonic balancer, and the heads on my motor don't have a provision for the EGR setup. I guess I could use the exhaust manifold taps instead? I also still have the Y303 heads on the shelf, and they do have the provision for the EGR.
Do I need the transmission computer out of the van?
Any other gotchas?

Thanks

 

The 5.8L EFI engine gets the exhaust feed for the EGR from the passenger side exhaust manifold. The 5L truck engines get the exhaust from the lower intake manifold. The ports in the heads are for the air injection system.


Moot point given the statement above.


There is no stand alone transmission computer. The computer (PCM) controls the engine and transmission assuming E4OD or 4R70W.


You will a different flexplate if your F150 has a 4R70W transmission, which it most likely does.

 

My bad I meant Air Injection. From my understanding what I need to do is literally reuse everything from the f150 in it's original configuration. Throttle body with IAC & TPS, complete EGR setup and the complete Air Injection system. To that end the crossover tube will not fit the 351, so what would I hook up in it's place? I guess I'm not fully understanding what is involved in this swap.




On the 351 you have two connections off of the exhaust manifolds that feed into the setup below. What is it and do I keep it?






I didn't think so. Read something in another thread about shift points for 351 vs 302, but that's not something I'm worried about right now.



Yeah I forgot to mention that one. I have one on order.

 

My 96 E150 has no air injection system, never did either. Just delete all that crap if your state's emissions testing allows you to do without it, if not, cut the crossover tube for the 5.0 and use a length of high temp hose to splice it to make it fit the 5.8

 

The 1996 5.8L equipped F150 and Broncos did not use the air injection system. You could source a longer air injection tube for your application or try removing it and the related plumbing, but leave the TAB/TAD solenoids connected electrically. It should not throw a Check Engine Light, but you will fail the KOER tests. The photo with the air pump muffler is for the F250HD/350. They used a completely different air injection system. I believe Ford did not use the TAB solenoid and related electronic parts, only the TAD. Both of the heavier trucks injected the thermactor air into the exhaust manifolds, not behind the heads.

You need the EGR tube fitting for the passenger side exhaust manifold, EGR tube with the two sample ports. From there you can attach the tube to the EGR on the intake manifold. The silicone hoses from the sample tubes will attach to the existing DPFE sensor.

Another thought is these EEC-V computers are flashable. If you could find someone to flash the code for the 5.8L engine you could completely eliminate the air injection system.

 

I don't think these early OBD2 PCMs are flashable actually, to tune them a piggyback module like a Moates is still required. But that doesn't matter anyway the stock 5.0 MAF computer will run a stock 5.8 as it is.