Engine question
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Mountain Pass
Joined: Jul 2020
Posts: 156
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From: Wichita
Engine question
Alrighty, longstory short. I bought an engine block at AutoZone, turns out truck driver literally dropped it from the trucks dock onto the ground, cracking the block. Got a refund. Found a donor block from a 1990 F150 351W for $250. Didn't check the casting number until I got home.
The new cast number is E9AE-6015-AA-10. From what I understand is that this block was not originally in the gentleman's F150 from factory. A fact that he himself didn't know until we discussed it. From what I research It is from 1989 more than likely a Crown Vic Interceptor. I have not had time yet to pull the heads to see their casting numbers.
Now my questions are
#1 Is it still Hydraulic Roller cam compatible like my trucks F4TE-6015-AA-14?
#2 Is there anything I should be worried about. I turned the motor and its definitely not locked up.
The new cast number is E9AE-6015-AA-10. From what I understand is that this block was not originally in the gentleman's F150 from factory. A fact that he himself didn't know until we discussed it. From what I research It is from 1989 more than likely a Crown Vic Interceptor. I have not had time yet to pull the heads to see their casting numbers.
Now my questions are
#1 Is it still Hydraulic Roller cam compatible like my trucks F4TE-6015-AA-14?
#2 Is there anything I should be worried about. I turned the motor and its definitely not locked up.
Hotshot
Joined: Jun 2015
Posts: 12,780
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1) From what I have read. No. It is not a roller block
2) That’s hard to answer. How many miles on the engine? Is the compression good on all cylinders? Does the engine appear clean or are there leaks? Does it look like it was maintained?
2) That’s hard to answer. How many miles on the engine? Is the compression good on all cylinders? Does the engine appear clean or are there leaks? Does it look like it was maintained?
Thread Starter
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Mountain Pass
Joined: Jul 2020
Posts: 156
Likes: 13
From: Wichita
2. Not to worried about all of that. I am planning on sending it to a machine shop to have it looked at and work done on the heads and block if need be. After that I am going to order a rebuild kit. I was meaning more about compatibility issues from car to truck?
Edit, just asked original owner, 220k on truck.
Thread Starter
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Mountain Pass
Joined: Jul 2020
Posts: 156
Likes: 13
From: Wichita
Another question to add. Would there be really anything I can do to increase power while retaining the same, ecu and not exceeding the transmissions capabilities (e40d) whiles its at the machine shop?
Hotshot
Joined: Jun 2015
Posts: 12,780
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Compatibility? No. The long block will bolt right in. You will be losing performance unless you can find a better flat tappet camshaft than what is in there now. I have read that the Crane camshaft that used to suggested by a couple people here has been discontinued. Unless you cannot be without the truck, you would be better off rebuilding your F4TE engine.
You aren’t going to be anywhere near exceeding the Electronic 4 speed OverDrive’s capacity. You can put on better heads and headers but you can push the limits on what the stock computer can compensate for. All this depends on speed density or mass air since you haven’t told anyone what truck you have.
You aren’t going to be anywhere near exceeding the Electronic 4 speed OverDrive’s capacity. You can put on better heads and headers but you can push the limits on what the stock computer can compensate for. All this depends on speed density or mass air since you haven’t told anyone what truck you have.
Tuned
Joined: May 2019
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From: NJ
Thread Starter
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Mountain Pass
Joined: Jul 2020
Posts: 156
Likes: 13
From: Wichita
My truck is a 1993 F250 351W extended cab longbed.
Update, got the heads off and now just the bear block is left (pistons still in). The heads cast number is D80E-AB, which I know to be utter garbage. Is there anything that I can ask the machine shop to do to increase power a little bit. I already know that the compression ratio is going to be low with the dished pistons. And to answer the question yes I cant afford to be without my truck during all of this. But I would at least like to be at the hp and torque my truck is supposed to be from factory, 215 hp, 320 torque. I don't have the ability to sink to much money into this, but I have to have it done.
Update, got the heads off and now just the bear block is left (pistons still in). The heads cast number is D80E-AB, which I know to be utter garbage. Is there anything that I can ask the machine shop to do to increase power a little bit. I already know that the compression ratio is going to be low with the dished pistons. And to answer the question yes I cant afford to be without my truck during all of this. But I would at least like to be at the hp and torque my truck is supposed to be from factory, 215 hp, 320 torque. I don't have the ability to sink to much money into this, but I have to have it done.
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Mountain Pass
Joined: Jul 2020
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From: Wichita
Alrighty found some D00E heads for 351. What would those more than likely raise my compression ratio to? If I were to keep the dome pistons?
Also can rocker arms be reused? Im assuming not considering that they wear into the pushrods.
Also can rocker arms be reused? Im assuming not considering that they wear into the pushrods.
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FTE Legend
Joined: Jun 2006
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From: Ottawa, Ontario
What are you putting this motor into?
Your compression ratio will go from 8.3 to 9:1 with those heads which is good, but the cam is where all the power gains are with these motors simply because the stock cams are so restrictive. You could put a roller cam in this motor but that requires using link bar roller lifters which are expensive and you will definitely need different pusrods.
There are lots of good cams available but I can't suggest anything until I know how the motor will be used, carb and EFI applications require different cam parameters.
Your compression ratio will go from 8.3 to 9:1 with those heads which is good, but the cam is where all the power gains are with these motors simply because the stock cams are so restrictive. You could put a roller cam in this motor but that requires using link bar roller lifters which are expensive and you will definitely need different pusrods.
There are lots of good cams available but I can't suggest anything until I know how the motor will be used, carb and EFI applications require different cam parameters.
Thread Starter
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Mountain Pass
Joined: Jul 2020
Posts: 156
Likes: 13
From: Wichita
What are you putting this motor into?
Your compression ratio will go from 8.3 to 9:1 with those heads which is good, but the cam is where all the power gains are with these motors simply because the stock cams are so restrictive. You could put a roller cam in this motor but that requires using link bar roller lifters which are expensive and you will definitely need different pusrods.
There are lots of good cams available but I can't suggest anything until I know how the motor will be used, carb and EFI applications require different cam parameters.
Your compression ratio will go from 8.3 to 9:1 with those heads which is good, but the cam is where all the power gains are with these motors simply because the stock cams are so restrictive. You could put a roller cam in this motor but that requires using link bar roller lifters which are expensive and you will definitely need different pusrods.
There are lots of good cams available but I can't suggest anything until I know how the motor will be used, carb and EFI applications require different cam parameters.
FTE Legend
Joined: Jun 2006
Posts: 31,930
Likes: 1,499
From: Ottawa, Ontario
Those D0OE heads have stud mount rockers so no you can't use the pedestal rockers from the late model heads. If you want an easy stock build look for a set of E7TE heads, then you can reuse the rockers and pushrods.
Aftermarket cams you could use include the Comp cams 35-255-5.
Aftermarket cams you could use include the Comp cams 35-255-5.
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Mountain Pass
Joined: Jul 2020
Posts: 156
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From: Wichita
Im more than likely going to go with the D0OE, I appreciate your advice, but they are cheap and within the ballpark. What is the pushrod length for D0OE-C heads? Would it be any different than those that came with the E9AE heads? Asking because Im finding mixed results when searching as well as the pushrods from the E9AE heads are in good shape. Also what would be the correct valve springs for D0OE-C cylinder head? Im sorry if I keep bombarding you with questions.
Hotshot
Joined: Jun 2015
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Too bad you’re in Kentucky. I have two sets of E7 heads but they should be freshened up before installing. The rocker arm mount is completely different so the push rod length would more than likely be different. You would have to install the heads and then measure for the correct length.
Thread Starter
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Mountain Pass
Joined: Jul 2020
Posts: 156
Likes: 13
From: Wichita
Alright yet another question. So the cylinder heads D0OE might be falling through. So what would the compression ratio be with the standard D80e heads and these pistons https://www.jegs.com/i/Sealed-Power/844/H654CP/10002/-1
for easy math they are -4cc dish top
/EDIT
Deal has not fallen through, what would the compression ration be with those pistons and the DO0E heads?
for easy math they are -4cc dish top
/EDIT
Deal has not fallen through, what would the compression ration be with those pistons and the DO0E heads?
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