What is the difference between two 5.0 efi's that requires the throttle body to be oreiented to the left in a Lincoln and to the right in the mustang application. I am not asking about any cam spec's here just what was the requirements that dictated this diference. Is this done just to provide more clearance for the air box on the lincoln? Will these two intakes interchange?

Thanks,

Scott

 

I have had one of each, and have had 4 or five crown vics, which had the same backwards intake setup. From what I could tell, there was going to be no room for the air filter box on the passenger side due to limited underhood space and the air conditioning compressor and lines in that area(there really is no room in there on the passenger side for much of anything). There was a giant area available on the drivers' side, so there it went( my best guess).

Note to owners of these cars......
IF you have crown vics, lincoln towncars, and mercury grand marquis's from 86 to 91, you can use alot of the mustang go fast parts, I have used several successfully, I can also tell you how to use stock GT parts to give an few extra ponies to these engines(don't expect much, we are back getting into the large vehicle, small engine syndrome thing again).
If anyone is interested, send out a post.....

 

oh, and by the way, yes, you can use the upper mustang intake on the lincoln lower intake(the lower intake halves are the same....), but you have to do some modifications to the GT throttle body, and swap around some of the vaccumm lines along with other things....post if interested in more details...

 

>
>Note to owners of these cars......
>IF you have crown vics, lincoln towncars, and mercury grand
>marquis's from 86 to 91, you can use alot of the mustang go
>fast parts, I have used several successfully, I can also
>tell you how to use stock GT parts to give an few extra
>ponies to these engines(don't expect much, we are back
>getting into the large vehicle, small engine syndrome thing
>again).
>If anyone is interested, send out a post.....


i own a 1988 grand marquis. it's at 152,000 miles and i am expecting the need for engine work sometime next year. i love this car. all i've had to do to it is a waterpump and a radiator.

i would be interested in any info that i could use to tweek the 302 up.

 

Well, where to start?
To begin, the first thing to do is the intake mods....
You will need the upper intake, egr spacer, and throttle body from a 87-93 mustang 5.0. You will also need a carb ball stud for a holley carb throttle plate(why will become apparent...)
remove your old intake top and set it side by side with the 5.0. you will need to swap over all of the vaccumm lines and fittings from the old to the new intake. There, that's done. now to the throttle body. set both throttle bodies side by side with the throttle plates facing up. Do not worry about getting them mixed up, the bore size difference is huge. you will notice that the ball studs are at opposite ends, and the tranny TV cable hole is drilled vice-versa. You will need to break out the ball stud on the mustang throttle plate, and drill a hole there that is exactly the same size as the tv cable opening on the old throttle plate, you will see exactly what I am talking about. To install the carb stud on the other end, you will need to drill out a partial hole(once agian, you will see what I am talking about). you might weld in the remainder of the old TV cable hole, but I think the heat might fry the throttle body bushings, so just use big washers to hold it in place. That is about it there, so move on to the EGR spacer. If you compare the two egr spacers, you will notice that the mustang spacer does not have the two mounting studs for the crown vic throttle linkage. you will have to drill out these holes on the mustang spacer and use washers to mover out the linkage the proper depth, or take the crown vic egr spacer to a machine shop and have it bored to 67mm. After you get that done, install the new intake top, and be careful you will have to push the fuel rail down a little, the mustang uper intake has a bulge down below the air inlet opening that the CV does not. You will need to take a box end wrench, and turn the pcv line on top of the mustang TB around 180 degrees to fit the CV pcv hose. There is probably something I am forgetting. Make sure you use a new upper plenum gasket....and this would be a good time for new VC gaskets.
Install, check for leaks, and drive, should be a little more top end past 3000 rpm.....but the engine falls off at 4000

Tune in next time, when I tell you how to put mustang exhaust components on the crown vic-lincoln towncar-Grand marquis, it fits better that the stock crummy exhaust, and you will actually be able to reach the O2 sensors......And more hints.....such as which aftermarket intakes fit the crown vics with the backwards arrangement......

 

AND......What stuff is available for computer upgrades such as mass-air, and more.....

 

i can't wait to get into that next year. sounds like i'll be learning a lot and having some fun too.

 

Thanks, that confirms what I thought. From what I could tell it was done only from a space concern.

I am tuned in and waiting for the next installment...

Scott

 

Hmm. Why not just convert the engine to SEFI? I'd look for a 5.0 engine out of a late 90's Explorer, the GT40p engine. You'll need headers to go with the GT40p heads. I'd look for 1 1/2" headers, not the 1 5/8" headers.

I never really did understand why Ford didn't put SEFI on all the 5.0's.

 

Well, to be dreadfully honest, the 5.0 that came out in the late model Crown vics, Grand Ma-Keys, and Lincoln Across-Towncars is severly durability-challenged, and barely responds to mods, and switching to a moosetang 5.0 should be the first order of business, not just for the power boost, but after the piston slap that pops up the first time you floor it up a long grade with the new mods done to the old 5.0., and if you hammer the old 5.0 long enough, it does it's own version of the Holy Hand Grenade.....

Now, at the count of 5 (no, 3), I mean 3, I will begin the next installment of; "What I Found That Will Work On Crown Vic(and related) Cars!" So sit down, wait until 5, (3), I mean 3, and I will begin.....

section 2: computer stuff(I know I promised exhaust stuff, But I thought that mixing it up would be fun)

What I have found in my long (and pricey phone bill!) investigation is that if you want a bolt in mass-air upgrade, C&L insists that using their Mass-air conversion kit will fit the bill. The crown vic ecm is similar to the lincoln LSC 5.0 ECM, and if you use a 5.0 engine out of a speed density 87-88 5.0, you simply have to plug the LSC ECM in and Voila!, you now have a decent 5.0 under the hood(Mind you, you will need to rearrange a few things to use the moosetang 5.0, such as using the crown vic fuel rails, and doing the mods in the previous installment). But since you cannot modify the speed density system without expensive chip burning, the next best thing is the mass air kit. The mass air kit that C&L sells for the LSC also works on the crown vic. With mass air, stroker kits, supercharging, and turbocharging are now able to be used(there is a real estate agent that I now of that has a lincoln town car with a 347 stroker kit, Vortech supercharger, and other mods, and it is running in the low 12's)
Now, addressing the possible use of the explorer SEFI or something similar, I have not ran across any bolt-on mods that would enable you to run any other systems such as the OBD II computer that is in the explorers or other similar vehicles. My thought was, If I can't bolt it up without major modifications and the use of a computer tuner, I should not go in that direction.

Also, keep in mind that with the mass air, a 351w( and strokers up to 427ci!!!) is now available to be used with fuel injection(the 351s had carbs up until 1991, and of course was the last year they were built), and you would simply use 351 front brackets from the same year crown vic. The only problem I would see is that hood clearance might be an issue, but nothing a cowl induction or wide 1982 must. GT hood scoop could not fix.

Now, next time should be the exhaust installment.........

 

Regarding the piston slap, why would the 5.0 in these cars be any different from the 5.0 in the trucks, or mustangs for that matter?

Scott

 

The crown vics that I had were of different years, but all shared the same common habits; once you started leaning on them, they started coming apart. The pistons in the crown vic blocks are a crummy cast unit, along with the truck pistons( I think, I have not had a 302 truck motor apart in a long while), although the truck pistons appear to be a better quality casting. The 5.0 mustang(1987-1992) used a forged piston, is pretty stout, and can handle alot of abuse, even stock.
I suspect that with the Crown-vic/Grand Ma-Key/Lincoln target audience being in the 75-97 age group, Ford probably thought they could get away with wimpy parts, since nobody that age drives any speed up to anywhere near the posted speed limits. That, and with the way most crown vics are geared(3.08 if you are lucky), plus with the AOD's 3rd and OD gear lock-up(whic drops the RPM to about idle in overdrive when you start up a hill, downshifting to 3rd at 1600 rpm when you hit the gas, then shoots up to 4000 rpm in second if you keep your foot in it, the motor makes no power there, then back down to 1600, then to 4000, then back, no wonder these engines do not last) then you have to floor it to get over a speed bump. Plus, the way you and I drive, which is NOT the driving style portrayed by the 75-97 age set, pushing a car that hard with that small of an engine wears them out in a hurry.
So far as piston slap goes, Every one of my cars had it, and almost every CV (and family) that I have listened to has had similar noise. From what I can tell, the piston simply wears out, or the skirts collapse, who knows? The wrecking yards are full of those cars, some just over the 100,000 mark. That is why I suggest the mustang 5.0 swap before you do anything else, that way you have a better foundation to start on.

This is probably incomplete, and more than likely will need to be corrected.....

Exhaust next time.....

 

*grins ear to ear while thinking of his grand marquis with a 'stang 5.0*

oh, sorry. what does piston slap sound like? i've got what sounds like valves clapping when it is warming up. 152,000 miles. with the way i drive her, she's held up real good.

 

That sounds just like it.....
The mustang 5.0 won't be that big of a boost(around 50-70 hp), but it what you can do with it and a mass air kit that is a bonus(strokers, both 302 and 351w blocks, blowers, nitrous, and all kinds of general silliness that probably should not be done to a crown vic, but who cares.....)

It is now time for......
EXHAUST!!!!
For those of you who have not fallen asleep during one of my previous long sermons, let us go into exhaust mods. We shall begin with what works from a mustang 5.0.
1. the stock 5.0 mustang headers: the bolt right up. You will have to get the bolts that went to the headers, or get a new set of stainless bolts from your hardware store. Passenger side will be the most difficult to replace( I think I cut the exhaust pipe off above the cat, and the old manifold dropped out) due to the A/C stuff on the pass. side. The driver side will be a cakewalk. The old cat system will also have to go. You can use the mustang 5.0 4 cat H-pipe, And when you install it, you will wonder why the crown vic did not have this exhaust arrangement. I mean, if the car was sitting on a hoist in the air, you could throw it from 10 feet away and it would still sit perfectly. You can now reach your O2 sensors(try that with the old manifolds), the wires should be long enough to reach the new location. You will have to hook up the new smog tube, I can't remember how I hooked it up exactly. You will also notice how well the mstg. 5.0 h-pipe hangers hook right over the crown vic crossmember, once again like it was built for the crown vic, and not the mustang, and you can reach the tranny pan now.
The rest of the exhaust.....
I used the short mustang connectors that go from the back of the h-pipe to the mufflers. These are too short, so you will have to add around 8-12 inches of pipe to meet up with the mufflers. I would use a quiet flowmaster here, or maybe a dynomax, or say heck with the quiet and run open headers.....
The tailpipes are the only fabricating you will have to do, and any competent exhaust shop can do it.

Aftermarket stuff............................................. .......

While I had my cars, I had one for a while that I used as a guinea pig. What I determined that fit was this:

302's
Any unequal length 5.0 header;
Any long tube 5.0 header with the matching short h-pipe(with or with out cats)
any of the aftermarket h-pipes, offroad or cat equipped;
The BBK X-pipe fits(with or without cats)
Note: I did not try out a borrowed set of equal length shorties due to the close proximity to the A/C lines on the pass. side, and the long tubes fit and make more power anyway)

351w
Any of the unequal length shorty 351w mustang 5.0 swap headers(although the BBK's run a little close to the A/C box, I might go with MAC instead)
The H-pipes and other systems listed above
1 3/4 long tube swap headers

460
The set I tried was a set of kaufmann headers for 460 mustang swaps, and it was a trial mockup, and did not look like it fit in there too badly. I cannot say how other brands might fit in there, so don't get too carried away on this swap. Also, running the 302/351w accessory drive with the 460 may be a problem, although I have some ideas....



Next: Intakes, Intakes, Intakes........