Out of curiosity has anyone ever taken the 5.0 HO motor out of a mustang and put it in their F-150? I'm pondering trying to pull that off one of these days.

 

What motor/truck are you working with to start?

--Mike

 

A 1993 F-150 XLT with a 5.0 already in it. I want to ditch the Speed Density system and the E40D transmission.

 

I'm sure people have done it: I'm also sure that when the truck doesn't move very fast because the 302 just lacks torque, they wish they hadn't. There's a reason why trucks came from the factory with 351s rather than 302s.

 

Uhh my truck came from the factory with a 302 and it moves just fine.

 

i was just curious but why did you post this in the FE forumn, there is a 302 forumn, but back to your question is there anything wrong with the 302 in your truck, if not why replace it with a 302HO there cant be that much power difference.

 

FMS makes a MAF conversion for 1990-1993 trucks with the AOD transmission. I want to get wrid of Speed Density because it's a pain in the ***. But they don't make the MAF kit for my truck because it has the E40D transmission. So I'm wanting to try and go with a 5.0 HO out of a mustang. ECM and everything. Maybe even the AOD transmission from a mustang. Hopefully a 1993 mustang. And I think the average HO 302 has twice the horsepower of the stock truck 302.

 

FE Forum? Sorry I thought I posted this in the Engine Swap forum.

 

yeah i dont know when the world will get it, the only difference between a mustang 5.0L HO and a f150 5.0L is the cam. All ford did was use the trucks E7 truck "high torque" heads and throw them in the mustang with a cam set up for a car on the street, and an intake to broaden the power band so you have more power throughout the powerband. So you want a 5.0L HO...get the mustang cam, swap computers, and get the MAF...no need to even undo a valve cover or an engine mount.

 

mechanically, a 302 is a 302 is a 302. Swapping one out for the other to ditch SD and the EAOD is a fairly easy swap if the engine you acquire is complete, meaning all sensors, bracketry, wiring harness and ECM. Very doable.

I see people argue (eer, debate?) the 302 vs 351 thing, and there are some difference. The stock 351's tend to make their torque further down in the RPM band, whereas the 302's tend to make it in the midrange. Just shift in the middle of the power band of whatever engine you put in and it will feel lively as compared to shifting too low.

Gearing is everything no matter what motor you choose. If the gearing is too high (Numerically low) its going to feel like a bloated slug. If its geared too low (Numerically high), then you can rev the snot out of the engine and go nowhere fast, but waste gas and make a lot of noise.

If you drive on the highway most of the time, unloaded, higher gearing will give you better mileage but less "snap" on acceleration. If you want neck snapping acceleration or tow often, then lower gears will help you greatly.

Hope that helps...

 

im not positive on this, but isnt the 302 HO bilt with a stonger bottom end?

 

It depends on the year of the truck 5.0. Mustang HO's use a roller cam, or it has roller lifters. The HO blocks are marked XXX in the lifter valley and are drilled and tapped to mount the roller lifter retainer tray. Roller lifters must maintain the same alignment so X shaped cross tie peices do this and the tray keep the cross ties in place. 87- up 302 blocks that use the flat tappet cams are marked YYY but can be drilled and tapped to install the roller valve train peices. Later truck 5.0's, usually the ones with factory mass air, have roller cams already, but it's unclear when this change occured or if it's consistant. Roller cams need a distributor with a special steel drive gear too. The two different cam types need different distributors gears.

Another difference is the length of the pushrods. The flat tappet cam in the early truck 5.0's would use 6.9-inch pushrod, but roller tappets are taller, needing shorter pushrods. Roller cam pushrods are only 6.272-inches long.

The Mustang HO except for the year 1986, used the 5.0 truck heads called E7TE's, so out side of the cam and valve gear, the stock long blocks are indeed virtually the same.

There are major differences in intake design. The intake manifold on a truck 5.0 is totally different from the Mustang design. The truck intake is not a real good design, and the Mustang intake tract is far superior, even from the stand point of low end tourqe. Mustang style intake manifold systems can be installed on the trucks.

The 2.25 " dual exaust of the Mustang uses two high flow cats and two preheaters with a cross over tube, before the mufflers. It is outstanding. The mustang also used factory shorty headers. It is miles better than the truck exaust systems.

The roller cam on the Mustang HO is one of the best Factory cams ever put out by Ford, and debuted on the 85 carbed HO. It, along with the long runner intake, produces excellant low, and midrange power. The HO cam is 266/266 duration (214*@ .050 ) with .444 lift, using 1.6 ratio rocker arms. BTW the Mustang HO cam uses the 351W firing order, so the computor and wiring harness must be compatible with this when using sequential injector firing. Other differences are that the early EFI trucks not only use speed density, but the injectors are fired, not sequentially, but by right and left banks. The injectors on the trucks are 14lb/hr Bosch injectors. The Mustang uses 19lb/hr or 24 lb/hr Bosch injectors.

The EFI Mustang engine is much more powerful than the truck engine, even down low. The stock Mustang 5.0 put out 225 FWHP, but it's tourqe peak was an impressive 300 lb-ft at only 3500 RPM. HO's with improved heads and bigger cams put out from 285-300 HP and 300 ft-lbs. Aluminum Head Mustang 5.0's with healthy cams put out as much as 350 HP at 6000 rpm and 370 ft-lbs of tourqe (at 4200 RPM)

 

85, 87-92 HO's use forged pistons. The 86 HO also uses forged pistons but with out valve reliefs. 93-up HO's use hypereutetic pistons. All HO's use special chrome/moly low-friction ring packs. I'm not completely sure, but I'm pretty sure the oil pump on HO's is high volume. The stock rods, rod bolts, and cranks are plenty strong up to 6,500 RPM, due to low reciprocating weights, good rod to stroke ratios, and low average piston speeds(thanks to the 3" stroke)

 

How does one change a cam without "undoing" a valve cover?

 

alright...i exagerated. You dont need to take any iron off the engine other than the balancer.