Ok, I have a 95 F-150 5.8 V8 engine it has 84000+ miles on it and I like to race it. But I don't want to mess this truck up at all engine wise so IM wondering is there any people who recommend any special Oils or anything that would help my engine handle the high Rpm's around 3000 to 3500. Oh and I don't race on a city street I go to a race track about 30 miles away so there is nothing illegal.

 

I personally wouldn't consider 3000-3500 rpm high revvin it. But if you are concerned, I usually just change the oil after a good day of racing. I use 10w40 on the street and run 20w50 during raceday. I don't go to the track too often so I end up changing it when it is about due. Changing the oil twice in one day every time you go racing gets expensive, but it saves a lot in the long run.

John

 

Oh btw I use Lucasoil additives. forgot that part

John

 

The horsepower peak on the 351W V8 is at 3800 RPM with 210 hp(assuming same as '87-93 output). Usually they are good for at least a few hundred over that. Most V8s probably don't redline until over 5000 rpm. The torque peak is at 2800 (315 ft lbs). Your best power range should be between tq peak and hp peak, or from 2800 to 3800, but with the gearing you probably need to run low 2000s to mid 4000s.

 

I have a 95 with a 351 also. My truck shifts at 4500 does that mean that is the highest it will rev or is it just because it makes no power above that?

 

I'm guessing his truck is an automatic, so it would have 210hp but has 325ft/lbs of torque.


1993 F-150
1989 F-150 4x4

http://photos.yahoo.com/bc/toydestroyer1

 

Hmmm. I don't think the book had any difference on torque between manual and auto, though what gets through to the rear wheels would surely differ.

If the automatic shifted at 4,500 RPM and it was floored, then that is how the factory set up the tranny. They supposedly will never redline the engine, when working properly. With a 3800 hp peak, 4500 ought to be enough. Now the book lists another 351 in 1993 that had a hp peak at 4000. I think that one had 245 hp and I suspece must have been the first Lightning.

 

So in other words, the 351W 5.8L Engine with 210 hp and 325 ft/lbs of torque was mostly designed for hauling, and just plain raw work power, not racing? 325 ft/lbs of torque is pretty impressive, I think, for a small block engine. But if this is the case, why did Ford decide to use the 351W in the Lightning, if the stock engine only had 210 hp? Why not use the 351 Cleveland, or Modified? Weren't Windsors also used in the early station wagons? Don't get me wrong, I love the engine, that's what's running my F-250 HD around.

Ryan
1986 F-250 HD 4x4
351W, Edelbrock 351 Performer aluminum intake
Holley 750 4bbl carb
Extreme 4x4 camshaft
Flowmaster true dual exhaust with custom long headers
3" body lift by Warn

 

I don't know. If the Cleveland was just different heads then they could do it in the Lightning, but if not, then maybe the 351W is all they make anymore. The 1993 listing had two lines for 351, one like the previous years and one with the higher hp. I think there was a slightly higher compression ratio, say about 0.2 higher. So maybe it was not a 351W. But as I understand it, the Cleveland was a high winder and was more suitable to the track. If so, then the 351W may have been used in the Lightning to make it more streetable?

 

Ok, guys, more education...
I pull a 6,000lb travel trailer with my F250, 351W, E4OD. If torque is what really does the work, and if the 351W generates so much of it, then why does it feel like, particularly taking off, it doesn't want to go? Once I get up to some speed, like say 30 or 35mph, I can tell a difference, but it really creeps on takeoff. I'm new to this stuff, so maybe it's doing exactly what it's supposed to do. I'm just curious. Somebody enlighten me!

Rotorhead

 

Rotorhead: Your rig weighs over 10,000 pounds. I have a motorhome that weighs somewhere over 10,000 pounds loaded. It has an E4OD, but a 460 V8 with 390 foot pounds (20% more than the 351) of torque and it moves out pretty good (245 hp). I have read that torque does the work, but horsepower makes it go quick. Horsepower, by definition, is the speed at which work is done. HP=Torque *(RPMS / 5252). As you can see with the equation, provided torque dosen't drop off severely, HP goes up with RPMs. With a low enough gear you should have high enough revs to make horsepower on takeoff. What rear end is on your truck? My motorhome has a 4.10. On take off your torque converter should be about doubling the torque output from the engine so that your 1st gear (typically 2.50 in an auto) would be kickin out equivalent to a 5.00 gear. It does this by recirculation of the fluid throught the torque converter so your engine actually turns much faster. Ever hear how an automatic trannied vehicle revs so much over the first couple seconds of takeoff. That is the recirculation, which quickly drops off at stall speed where you are roughly at a 1 to 1 ratio into and out of the torque converter. In the early days the torque converter was called a torque multiplier. The other part of the equation here is the old saying, "There's no replacement for displacement." The 351 is a pretty gutsy engine, but the 460 is a monster. All in all you may be doing fine with your rig, but for possibly a thorough tune up and possibly a lower (higher number) rear end ratio, if you don't mind the higher highway revs.

 

Paul,

I have no idea what rear end I've got, and would love for you to tell me how to find out. Man, you guys are an education. Thanks for your post. I may give up helicopters and become a mechanic instead!!

 

1)Sticker inside drivers door has a rear end code that can be looked up in a table in the towing section of the owner's manual.

2) Tag bolted on differental cover should have among other numbers and probably at the beginning of the second line, a single digit, a space (or "L") and tow more digits. If a blank space it is an open rear end, vs. the "L" which is a limited slip. I suspect you have the blank space. Then the 4.10 would look like this "4 10" followed by some other stuff.

3) Roll one tire rotation on flat surface and count driveshaft rotations (in neutral of course) for approximation. If you jack up one tire and turn it the differenial may double the turns because only one wheel is turning--not sure about that one.

I only know this much because I have been faithfully reading all kinds of stuff on FTE over the past couple years, as well as reading lots of automotive books. Now helicopters ... I am afraid I only know a few fundamentals, like that the back sideways rotor keeps it from spinning around the main rotor's axis.

 

Paul,

You are absolutely correct regarding the tail rotor and its purpose for being!

I unfortunately don't have an owner's manual. Guy I bought the truck from said, "I ain't never had one neither!" which I translated to mean he'd never had one either!!! I will look at the diff cover though, and thanks for the info. I've only been reading from this site for a couple of weeks, but i already "know stuff" that's impressing my redneck friends!!! I'm so much more fun at parties now!!!! WOOOOO-Hooooooooo!

Rotorhead

 

I will assume the tail rotor also is used in steering??

Ken Payne has owner's manuals for sale on this site. If necessary, post your axle code from the door and the year of your truck and somebody likely will look it up.

Wow truck talk at parties! Bet they fire up their engines at the parties too.