When I saw those, I was pretty sure I would have to do a cam swap or at the least high numbers on the rear end. I chalked the last experience up to a goof up at the factory. I'm not sure what I'll cover next, but I'll keep posting as things come to mind. The upper and plenum cover are powdercoated light titanium gray. I've heard of quite a few people using this same philosophy with using a crankshaft repair sleeve for the rear main seal.
The part that isn't missing is the counterweight. A stock 302 has smaller ports and higher intake velocities, and only makes about 270ft-lbs truck motor. Cant wait till the morning to finish everything up and hear how she sounds. I will be doing major rear end, engine and wheel changes from stock and I need a base line to work from. Other Factors to Consider: Distributor: If your truck did not come with a roller camshaft, you will need to either install a steel gear on your distributor or buy a new distributor that has a steel gear. Note the small counterweight on this 28. It'll spin to 5500 but you've long pasted the power after 4500.
I live in South Mississippi. That much I do know from research. Which crate motor is that? Transmission: If you upgrade your engine, your transmission will require an upgrade as well or you will likely blow something to pieces. Just waiting to get it sand blasted now. That's why I was after the stock F150 5. The torque band is sharp til about 2500 rpm, then starts to level off. On a 1989 Ford Bronco , 5.
The big equalizer is Forced Induction. The displacement sets the torque pretty much. My idea of a great truck engine build is an engine that has superb low end torque and pulls through the power band without breaking a sweat. I am installing full length Headers on my 95, plus also removing the convertor. The six grunts a bit better than a 5.
What this means is that the truck intake is better than a 5. I have experienced it's torque curve and it's exactly what your saying. I hope someone out there can help us. You need special headers for those P heads because of the spark plug angle, so make sure you pay careful attention to that and get headers that'll fit. A: Yes, it will bolt up just fine. Three camshafts that should work with Speed Density are: Comp Cams: 35-512-8 Has the 1-3-7-2-6-5-4-8 firing order, but you can get Comp Cams to custom ground it to the 1-5-4-2-6-3-7-8 firing order if you want to keep the stock firing order. This is a continuation of what I started above.
The crankshaft itself does not carry enough counterweights to achieve zero balance. The top speed will then rise signifficantly. Today, I will get into gaskets and proper engine sealing. After mating with the Edelbrock lower, this is wonderful. No problem on the headers. Figured I couldn't go wrong. If you really need max torque why not build a 351W? Doesn't seem to be so for this truck.
Those specified for use with an automatic transmission flexplate and stiffener are not long enough. In 1997 the Explorer 5. Fits like a glove now though. The base is as-cast and is not powdercoated. This way I know that there will be a perfect seal and if the timing cover seal were to wear a groove into it, it would be that sleeve that gets the majority of the damage, not the harmonic balancer.
Crower 15511 is supposed to be a pretty good cam, works with some speed density and has similar lift numbers with more duration than my Crane. Torque is definitely there, hurts a lil' more than before, because I lost some port velocity. I believe the 1995 and 1996 F-150 302 cubic inch 5. Untill I find out 100% what to do with the smog system I am going to crimp the hoses and weld up the air tube. If all you want to do with your truck is upgrade the stock engine a little bit and have a broader powerband, in my opinion, a simple camshaft swap with one of the 3 aforementioned cams will get you where you want to be. Its for a mustang but im sure it will work on your truck since its the same motor and all. It does favor the exhaust side, however.
Also, if you are looking to be in the 400+hp territory with a stroker engine, you should consider an aftermarket engine block. Take out the charcoal box and all the little lines running from it and smog lines. Regarding the 1994-1996 engines, the camshaft was upgraded and is the same camshaft that is used in the 1996-2001 5. Once again, something to consider if your build requires you to take emissions into consideration. Trick Flow 170cc Heads — Will require stud mounted rocker arms. I really appricate all the response.
You were obviously in the process of wetting your pants when you looked at the speedometer, but not everyone is a good driver. With regards to stud mounted heads, you will need to make changes to your valve covers or get taller valve covers. From 1994 to 1996, these engines came with roller camshafts that had the 1-3-7-2-6-5-4-8 firing order. When converting from automatic to a manual transmission, be sure to use the correct flywheel bolts. From 1987 to 1991, these engines came with flat tappet camshafts that had the 1-5-4-2-6-3-7-8 firing order. The towers on the coil packs are numbered :.