I looked around the forum, and couldn't find this one addressed. Does anyone know of any reason why I can't take a 5.0 from an '88 Mercury, and swap into my '88 F-150. I would like to get this motor, take my time rebuilding it and swap in the spring. I realize the cam/cranks spec's would have to be inline for use on the pickup. Currently the F-150 has 201,000 on it and is starting to falter. Any thoughts? Thanks in advance!

 

What engine does your F150 have in it now? If it is also a 5.0 you should'nt have any problems.

 

Only thing you want to take from the old motor is the intake and cam. Everything else (including heads) will swap right over.

 

Thanks for the input so far. The motor is the same in the truck, 5.0. I figured on putting a new cam in, since the old one in the truck has as many miles on as it does. The other thought there was maybe to go with a cam that was more tailored to perform better. The truck is a 4x4, and I do work it pretty good. But it's also my daily driver, so I don't want to get to aggressive. Kind of got my eye on one from Comp Cams, that is supposed to be targeted for just what I want.

Now, what difference would the intake make on it? Admittedly, this is my first solo overhaul, so keep that in mind with some of the questions I may have.

Thanks Again!

 

The truck intake is completely different than the car intake (taller with dual bore throttle body vs short with single bore).

As far as the cam, make sure you get one that is made for the Speed Density. The other cams with a 109/110 LSA and longer intake durations will require a MAF conversion. The one in my sig works fine, try to stay close to those specs and you'll be okay. The main thing is the LSA, you don't want to go below a 112, a 114 would be much smoother.

 

Most of the cars have the inlet on the passenger side whereas the trucks normally have the inlet on the driver's side. Using a car intake on a truck can create all kinds of problems with routing the inlet tubing and getting the throttle linkage to work right.

-Matthew

 

I have a 5.0 transplant in a 1987 F-250. It's a total mis-match though. The 5.0 was an H.O. block with a .290 @ 50 single lobe cam(which is suprising well idled) , an older Edelbrock highriser dual plane and a Holley 750CFM Double pumper. It was salvaged from an 1984 Mustang GT with major suspension problems. The F-250 was very sound in body and I liked it's stance, and for $450 ,I decided to play Frankenstien. Never being a big Ford fan, the old Mustang never endeared itself due to nagging minor maintence demands it made(albeit it sure worked it's tail off at the track years ago.) I married into a Ford family and the old lady wanted to keep the engine, so viola project was approved. I have to admit for a Big old Barn of a truck, it can move. The truck originally had a fuel injected 5.8 , with if I remember right, is an A4OD transmission. It's an 6700 GVW f-250, no telling what rear-end ratio it is. From a background of fast cars though, it's thoughly yawning. Currently it sit's in-operative as whilst finishing fixing a busted timing chain the main alternator bolt hole stripped as I was installing the bracket. I almost took the 12 gauge to it ........ I've finished brooding on it(it took two months) but will probably finish it this month so I can blow the cobwebs off it. My wife is keenly aware I have subversive thoughts toward the truck. Already I've tried to offer to install the 5.0 in her prized 1985 Ford 2.3 Ranger. She refuses. If the truck and I are to have any workable relationship it will have to change. The most appealing thought to me is to maximize the truck to it's original intent and turn it into a tow caddy for my 1968 Toronado and my 1973 Satelitte. This means reliably trailering a 7000 lb load. Not being a Ford knowlegdable sort, I'd be Greatful to hearing what Engine/tranny options are available. I loath Fuel injection . I noticed their is a fairly wide choice of Big blocks so I am very open minded towards the possibilities.

 

Matthew,

The big cars had the intake on the drivers side. The smaller cars, Mustangs and Capris, had them on the passenger side. He didn't say which mercury he was using as a donor so his application is questionable. But either way the best thing to do is just use the trucks induction system.

Scott

 

The 'donor' vehicle is an '88 Grand Marquis. So far everything is making sense. I will pull the intake off the F-150 to use when I am ready to swap.

I am still researching the 'speed density' issue, and correlating cam. I may just opt to stay stock parameters on the cam, and just go with shorty headers.

The donor engine has 82k on it. I am going to pull it apart, and have a machine shop check it out to see if any machining is needed. If they need to work on it, thought about having the heads and block matched so there is less slop. Should pick up a little there.

I don't want to go real deep. Just a sold engine that will last for quite some time.

Thanks again for all the input.

 

.....Whoops looked at the old camshaft box last night and that's a 234@50 in & out, 290 advertised, sounds like a bracket cam....

 

I've got a 89-90? 5.0 engine from a hiway patrol car transplanted into my truck. I had this work done 10 yrs ago, well before I realized or cared if there would be a difference. The truck runs and idles just fine with the speed density. I've had some quick vehicles, I'd go as far as to say my truck almost hauls *** for what it is. Since then I've done everything possible short of a 'chip' to improve performance. I'm still not satisfied with it though and I'm working on a CARB'D motor right now. The speed density system is very reliable and I run the **** out of it, but I'm just looking for more. You know if ***** hits the fan and you need to bump a corvette off the hiway; maybe even a police cruiser . I guess I'd rather just bolt on a bigger carb or cam than mess with a bunch of wires and chips.........Late