Performance 5.0 combo
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Performance 5.0 combo
I have searched this forum back about 6 months for threads on 302 combos for my truck(93 F150 5.0 SD E4OD). I have read that the Edelbrock truck intake is not a good choice, so I need some help. My plans right now are to build a stroker 347, use thumper ported heads, comp cams 35-308-8, & keep SD. Is the stock truck intake compatible w/ this combo? How much TQ & Hp will this combo make? The truck will be a DD & will tow a boat on the weekend, so I don't want to sacrifrice reliablity, I just want a little more gittupngo!
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With 347CI and a good flowing set of heads, it will not run worth a hoot without MAF unless you can get a custom chip for your exact engine combo. With the parts listed, I would use a GT40 intake and 70mm TB with a 93-95 Lightning ecm and maf as well as the air intake system for it.
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Originally Posted by LxMan1
With 347CI and a good flowing set of heads, it will not run worth a hoot without MAF unless you can get a custom chip for your exact engine combo. With the parts listed, I would use a GT40 intake and 70mm TB with a 93-95 Lightning ecm and maf as well as the air intake system for it.
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Help
I'm so confused! Someone help me out, I just want a little more gitty-up not a race truck! A 351 would mean that I would have to find a new intake, headers, maf or reprogramed 351 computer. If I went with maf, I would lose my FIPK. I would like some opinions on this. Thanks.
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Yeah... I think 347 deap breathing cubes is going to be a bit much to ask the stock truck 302 computer to manage. I know a mass air mustang computer will run a similarly equipped 357 for what it's worth. This has tons of potential and should give you all the towing power you want but I agree with the others, you will have an ECU issue to addess. A 5.8 ECU would be a step in the right direction, mass air would make it run better, but even that can be improved upon with some custom tuning.
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If I go with the 347, I need mass air AND to upgrade to a mass air computer from a 351? I was at one time considering the conversion but I was going to go w/ the lowbuck way(use a computer from a 5.0 w/ E4OD & add/move wiring). I thought that mass air would compensate for engine changes because it measures air & not conversion tables like SD.
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From: Calhoun GA
If you do plan on doing a 347 build, then I agree with what others have mentioned and get a 351 ECU, mass air or speed density. The Mustang ECU is out of the question in your case because it can't control your E4OD.
As far as tuning goes, it'll be easier to find someone that can tune a mass air system over speed density. Either way can be done though as long as the cam profile will allow it (with speed density).
As far as tuning goes, it'll be easier to find someone that can tune a mass air system over speed density. Either way can be done though as long as the cam profile will allow it (with speed density).
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I dont understand, Chip it and tune it on a chassis dyno and the speed density should be happy right? ? Maybe some 24lb injectors. I have heard the edelbrock intake is not worth the money for real performance gains. i'm going to build a 347 with home ported E7 heads running 9.2 to 1(87 oc. is running 3.50 per gallon), ford explorer roller camshaft(seat to seat 256/266 .422in/.448 ex), Mac equal length header, custom built airbox and inlet, 3 inch exhaust with a flow master. The combo should see peak numbers 404 ft.lb. at 3000 and 287 hp at 4000 rpms. At highway RPMs (2000)379 ft.lbs. and 144 hp. The hard part is getting the low end torque and still getting the hp. If i started to getting crazy with the cam and making big hp it hosed my low end torque. In my book engines in trucks need low end torque more than anything else.
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As far as intakes go, if you don't mind a bit of re-engineering, the GT40 family of intakes would work well, as LxMan1 mentioned earlier. The GT40, Explorer 5.0, and Cobra all seem to have similar flow numbers, and make good torque as well. They also work on the 351 as long as you get a 351 lower intake, which were used on 93-95 Lightnings and are expensive and rare. The uppers can innerchange between 302 and 351. You can even rotate the upper so the throttle body is on the driver's or passenger's side. (more re-engineering) Some years have provisions for egr and ACT (air charge temp) sensor and some do not.
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From: Ottawa, Ontario
Originally Posted by shuttlevalve
i'm going to build a 347 with home ported E7 heads running 9.2 to 1, ford explorer roller camshaft(seat to seat 256/266 .422in/.448 ex), Mac equal length header, custom built airbox and inlet, 3 inch exhaust with a flow master. The combo should see peak numbers 404 ft.lb. at 3000 and 287 hp at 4000 rpms. At highway RPMs (2000)379 ft.lbs. and 144 hp.
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From: Calhoun GA
Originally Posted by shuttlevalve
I dont understand, Chip it and tune it on a chassis dyno and the speed density should be happy right? ? Maybe some 24lb injectors...
Try to find a friend that has a wideband 02 so you can monitor your A/F ratios and see how far off the fueling is. Under normal driving conditions, they should run right around 14.7-14.6. For WOT, I like to see them somewhere around 13.4, but the factory likes to keep it richer, but that wont hurt anything though.
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Originally Posted by Blurry94
I doubt you'll need larger injectors for that combo; the 19's and maybe an adjustable fuel pressure regulator should do. If you go with larger injectors, you will definitely need some tuning. Using the stock 19's will allow you to run/drive your rig until you get it tuned. With the heads and cam you're using, the ony thing that may need changing is open loop/WOT conditions...wont know for sure until you see some engine data while it's running.
Try to find a friend that has a wideband 02 so you can monitor your A/F ratios and see how far off the fueling is. Under normal driving conditions, they should run right around 14.7-14.6. For WOT, I like to see them somewhere around 13.4, but the factory likes to keep it richer, but that wont hurt anything though.
Try to find a friend that has a wideband 02 so you can monitor your A/F ratios and see how far off the fueling is. Under normal driving conditions, they should run right around 14.7-14.6. For WOT, I like to see them somewhere around 13.4, but the factory likes to keep it richer, but that wont hurt anything though.
By the way how far do my numbers look off?? those came from the desk top dyno. The guy doing my tweaking on my chip has been pushing me to get the supercharger for my truck and make it worth my while, but i dont have his kind of money.
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19lb injectors work just fine on my 357. I have an adjustable FPR but haven't tested with a wideband O2 at WOT to see where it runs. To be honest the truck doesn't see much WOT, it's a daily driver work vehicle and there's no need for it with the way it makes low rpm torque.
If needed, 19lbers can be stretched to supply some pretty big power, a good friend of mine is still running 19lb injectors on his blown 5.0... it's a 12second car in the 1/4 mile. This car is equipped with a wideband O2 and it runs about 13:1 air/fuel all the way through 9psi of boost. That's a fun ride
If needed, 19lbers can be stretched to supply some pretty big power, a good friend of mine is still running 19lb injectors on his blown 5.0... it's a 12second car in the 1/4 mile. This car is equipped with a wideband O2 and it runs about 13:1 air/fuel all the way through 9psi of boost. That's a fun ride