I Just Bought A 1994 4.9L F150 2 Add To My Fleet

It Is So Tourqy But Slow, How do i give her some speed on a budget and not kill my fuel economy

Thx
Aaron

 

swap in a 351w.


but really. if you're looking for performance, don't bother with the 300.

 

The 300 is the perfect Truck motor. It's built for pulling the load and getting you from point A to point B. It just isn't built or designed to do it fast. Think Tractor engine. Does your truck have an Automatic or manual Transmission? Manual, you can wind out better than the automatic and get up to speed faster but other than that, you're looking into getting cams, headers, head rework, high output ignition(which may not last long compared to factory stock) and a whole lot of other money being put into the engine and still not get neck snapping speed. You'll also loose the fuel economy along the way.

The 300 just isn't a fast engine.

 

300 EFI

150 HP @ 3400 RPMs
260 TQ @ 2000 RPMs

The EFI motors aren't nearly as easy to mod as the carb'd versions. For starters though, you may want to check to be sure it's in proper running order. Check engine codes, change spark plugs, cap, rotor, wires, timing, basic tuneup, etc.

 

If you listen to the "not made for modifying", then engines like this one wouldn't exist. Neither would my new high compression 312. There are a lot of way to get more power, I would suggest you start by just taking a look through this forum. There is a lot of information to be had.

 

im not looking for a racer, my f250 has a windsor,

im looking for a lil more horses thats all a lil quicker

she is to slow thats all im saying

and for the record my 1954 international harvester is 33hp and is a I4D

 

I'm going on record saying PHOOEY to the neigh sayers on modifying these engines aswell, they have a ton of potential it just isn't as easy as pulling them off the shelf to find the parts you want compared to an V8

However and Yes I'm **** about that sorta thing but it's actually 165HP & 275Ft Lbs of Torque atleast from 87-90 or 91 then it dropped down to 150HP but I still think 265Ft Lbs of Torque

 

Therein lays the problem. He, like me, has one of the newer, last of the line EFI models that are computer controlled. They're not as easy t mod as the older carbed models. In fact, other than maybe a newer cam, there really hasn't been much discussion on mods that are effective in producing any gains on the EFI engines compared to what can be done with the carbed models.

I would love to do something that would give me more power/torque and improve performance in general but I just can't see spending that much money on a new cam shaft and associated parts for such a relatively minor gain. I'm considering converting over to a roller rocker setup for the sake of decreasing work load and increasing longevity. Even with that, I get mixed information about whether it will or will not work due to a different valve cover for the EFI engines. There's just too many minor modifications that were made to the engine when it transformed to an EFI that makes performance modifications very difficult without alot of extra money and research.

 

i would suggest camming it, id like to cam mine, it aughta boost your torque and improve mpg, dont know much more about it though

 

lol Bro mines a 1990 F150 Extended Cab with 300Cid S.D. EFI so I know what you mean but there IS some stuff we can do to them. and Hell if you go over to Mass Air Flow I'd think there'd be substancial stuff you could do compared the Speed Density setup I've currently got. since it meters fuel based on the air volumed instead of Manifold vacuum I'd think you could run damn near what ever cam you wanted at that point since it wouldn't be dependant on Manifold Vacuum anymore. then you could Always Port and Polish the head then port match it to the intake and exhaust manifolds, True Dual it out preferably with an X or H pipe to keep things balanced out,Higher voltage ignition system,possibly bigger throttle body to go with the freer flowing exhaust system,bigger higher capacity injectors. etc. but I definitely think this level of modification would necessitate MAF instead of Speed Density

P.S. coincidentally he and I suspect you aswell are running Speed Density like my 87 and 90 models........I agree speed density IS a limiting factor but converting to MAF is a very real option that would open the door for us to do more significant modifications to these engines

 

That's just it, we start talking about converting over to MAF, P&P,you start having to tear deeper and deeper into the engine to get performance improvement. It's not as easy as the bolt on stuff available to the non-EFI guys. Look at French Town Flyer over on FordSix.com. That guy's got a monster 300 that has ungodly power and rpms. But he put alot of money into it. I think he even built some parts custom himself.

Also, the sad part is that any of the bolt on stuff that is available to us is such a small niche product we're forced to pay a huge cost difference compared to the older model 300's.

 

I am too. Quite so. Where did you hear the 165 numbers? I've never seen that before. All the documented information I've seen states 150. Never seen it rated at 275tq either.

 

talked to a service Tech years ago lol also use to have a chiltons guide and other stuff that said something along those lines. ofcourse this info dates back to 1995 so not entirely sure if I could find those documents but Yeah 165HP is what my 87 Produced I know that for a fact I did a ton of research before deciding on an engine and fuel management system E.G. Carburetor based Vs. fuel injected

 

Yep no kidding on the expense factor. but the thing is Justa bout ANYbody can build a potent 351W but not just ANYbody can build a potent 300. it's possible but far less cost effective as your suggesting lol more fun though I'd think given everybody sees a 300 as a gutless underdog when in actuality it's got damn near the same power as a stock truck 302 and gets better fuel economy ontop of that

 

not the best source but it does corroborate what I've known for a nearly 2 Decades lol

"240
The 240 cu in (3.9 L) six for 1965 - 1970 full sized cars (continued to 74 in fleet models) and 63-77 trucks produced 150 hp (112 kW). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known as the CSG-639. The 240 had a bore of 4" and a stroke of 3.5".

300
The 300 cu in (4.9 L) six was added for the F-series in 1965. It was essentially a 240 cu in (3.9 L) with a longer stroke. The two engines are nearly identical; the differences are in block dimensions, combustion chamber size, and the rotating assembly. It produced 170 hp (127 kW) (gross). The 300 became the base F-series engine in 1978 at 114 hp (85 kW) (hp number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.

Also during the late sixties and early seventies, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000–20,000 pound (7,000–9,000 kg) range. These 300s were equipped with a higher flow HD (Heavy Duty) exhaust manifold, since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet effective, manifolds had higher flow than the electronic fuel injection 4.9 (300) manifolds and some headers.

Engine sizes were converted to metric for 1983, causing the 300 to become the "4.9". Fuel injection and other changes in 1987 pushed output up to 165 hp (123 kW) with 8.8:1 compression. This engine was gradually phased out, ending production in 1996, and was replaced by the Essex V6 in the F-series trucks with their 1997 redesign. However, it was renowned for its durability, low end torque, and ease of service. The 300 4.9 came with the Ford C6 and E4OD transmissions, as well as the Mazda built M5OD 5 speed manual transmission. The 4.9 liter 6 cylinder was built in the Cleveland, Ohio engine plant.

This engine is also used by Stewart and Stevenson in the MA Baggage Tow Tractor (pdf), and Harlan in their standard tow tractors [1], as well as a multitude of other pieces of equipment, such as ski lifts, power generators, wood chippers, tractors, and, until they converted to diesel engines, most UPS trucks. Many UPS trucks still use the 300 to this day.

In stationary service (generators and pumps) fueled with LPG or natural gas, this engine is known as the CSG-649."