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Mustang 289-302-351W




 

 

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Changes in 5 liter engines 79-93

1979 - last year of the thick block 28oz imbalance 302s.  The later model 50oz imbalance 5.0 blocks are made out of extremely hard metal that wears extremely well, but are not as strong and thick as earlier 28 oz imbalance units.

 

1985 - The first year of the hydraulic roller cam engines, forged pistons and factory shorty headers with 2 1/2" outlets.  Compression in 1985 was 8.4:1 and horsepower was 210.  Induction was either a Holley carburetor or low pressure central fuel injection.  The CFI system had very limited performance potential.  Clutch size was 10" on these engines.

 

1986 - New engine block casting with semi-siamesed bores and a thicker deck which was considerably stronger than 82-85 5 liter blocks.  Compression was increased to 9.2:1 with a new piston design that was a flat top with no valve reliefs which severely limit valve lift and camshaft selection.  The cylinder heads on 1986 engines were unique to that engine and had a chamber designed to improve swirl and the rate of burn to reduce emissions and are useless for performance upgrades.  1986 was the first year of the multi point fuel injection speed density system. The 1986 intake manifold has small ports even though it may look the same as 1987 and newer intakes.  Throttle body size was 58mm.  The hydraulic roller camshaft was a carry over from 1985 engines as were the tubular headers but the outlet size was reduced to 2 1/4".  This was also the first year of the 10.5" clutch and 8.8 rear axle.  Horsepower was 200.

 

1987 and 1988 - In 1987 Ford switched to the E7TE truck cylinder head with 1.78/1.46 valves.  Compression fell to 9.0:1 with .030 dish forged pistons with valve reliefs. The intake ports were larger and the throttle body was increased to 60mm.  The block, roller camshaft and exhaust headers were carried over from 1986.  All 1987 and 1988 Mustangs were equipped with the same speed density EFI system used in 1986 with the exception of the California models which were equipped with a Mass Air Flow system.  Horsepower was 225 on all models.

 

1989-1992 - These are the most desireable Mustang engines.  The block, crank, rods, pistons, intake and headers remain unchanged from 1987-1988 engines but the camshaft was revised in August of 1988.  A slight change to the intake lobe ramp was made to prevent valve train noise.  Ford says this caused a slight reduction in flow efficiency resulting in a loss of 3 horsepower.  Independent tests have shown the pre-August 1988 camshafts to be the best choice in factory Ford roller camshafts.  Horsepower was rated at 225.

 

1993 - Identical to 1989 thru 1992 engines with the exception of pistons.  Starting in 1993 Ford replaced the forged pistons with hypereutectic pistons.  This was done to cut costs.  Although the hypereutectic pistons are weaker than forged pistons, the factory block will probably fail before the pistons will in high horsepower applications.  In 1993 Ford decided to rate the engine retroactively downward to 205 due to a change in its rating system and slight mechanical changes to the vehicles.

 

1993 Cobra - This engine used the same block, crank, rods and pistons as the base model 1993 engines but Ford equipped the Cobra engines with GT40 cast iron heads, 1.72 roller rockers, different camshaft, SSC type shorty headers, cast aluminum GT40 style intake, 65mm throttle body, 24lb injectors and a 70mm mass air meter.  The computer is programmed differently than the standard Mustang computers as well.  This engine was conservatively rated at 235hp.

 

351W - factory roller blocks F4XX casting number

 

 

5 liter and 5.8 roller blocks:

The factory roller blocks have raised lifter bores too accommodate the taller factory roller lifters.  Cam choices in these blocks is not an issue.  However, many folks like to use factory roller lifters, dog bones and spider in early non roller blocks in an effort to save money because aftermarket link bars are more expensive.  This is an example of where trying to save money is not good.

 

Factory hydraulic roller lifters are too tall for early blocks and with a standard base circle cam the lifters will be pushed too far out of the lifter bores in a non roller block which will affect oiling to the lifter.  The lifter bores in the roller blocks are taller to work with the taller lifters.  Your options with an early non roller block is a reduced base circle cam (to keep the lifter lower in the lifter bore) and stock roller lifters, dog bones and spider or standard base circle cam and link bar style lifters.  A standard base circle cam and link bar lifters is the best option. 

 

The same applies to non-roller 351W blocks, you need to use a small base circle cam when using the factory "dog-bone & spider" setup found on the late model 351W roller block.  You can use the link-bar style roller lifters in an early block and use a standard base circle roller cam.  Once again, using a standard base circle cam with link bar lifters is the best option.

 

 

 

 

Adjustment Procedure For Stud Mounted Adjustable Rockers

  1. Remove the valve covers, and pick a cylinder you are going to set the valve lash on. Only do one cylinder at a time.

  2. Rotate the engine in its clockwise and watch the exhaust valve on that particular cylinder. When the exhaust valve begins to open, stop and adjust that cylinder's intake rocker arm.

  3. To adjust, back off the intake rocker arm adjusting nut and remove any tension from the push rod. Wait a minute or two for that hydraulic lifter to return to a neutral position. The spring inside the lifter will move the push rod seat up against the retaining lock, if you give it time to do so.  With solid liters there is no need to wait. 

  4. For hydraulic lifters, twist the intake push rod with your fingers while tightening down the rocker arm. When you feel a slight resistance to the turning of the push rod, you are at "Zero Lash". Turn the adjusting nut down 1/2 turn from that point. Lock the poly-lock on the adjusting nut. For solid lifters, stick the proper size feeler gauge between the rocker arm and valve tip.  Tighten the rocker arm adjusting nut down maintaining the proper clearance.  The intake is now adjusted properly.

  5. Continue to turn the engine, watching that same intake valve/rocker you just set. It will go to full open and then begin to close. When begins to close, stop and adjust the exhaust rocker arm on that particular cylinder. Loosen the exhaust rocker arm and follow the same procedure described before in steps 3 and 4 to adjust this rocker arm.

 

Both valves on this cylinder are now adjusted, and you can move on to your next cylinder and follow the same procedure again.

 

 

 

Adjustment Procedure For Pedestal Mount rocker arms
  
1. Begin by placing the new pedestal inserts/mounts (flat side down) into the fulcrum guide (you can use your stock ones or, if your set came with new ones, you can use the ones supplied with your rocker arms), with a dab of grease or molly lube on the bottom of the inserts and the bottom of the guides (helps to stick them to the head), and set the fulcrum guide with mounts onto the cylinder head.  Insert your allen head bolt through the rocker arm (make sure the pivot inside the rocker arm has the flat side up - toward the bolt head) and squeeze a little molly lube on the roller tip of the rocker.  Then put the rocker/bolt assembly through the pedestal mount and fulcrum guide and screw the bolt into the cylinder head - snugging each rocker finger tight as you go (make sure the pushrod stays in the cup at the end of the rocker.  Repeat for all 16 roller rocker arms.   

   2.  Once all 16 rocker arms are installed snug, turn the engine over, clockwise to top dead center (timing pointer at ?0" on the balancer), and check the number 1 cylinder intake and exhaust valves.  They should both be closed (you should be able to spin the pushrod).  If they are not both closed the crankshaft will need to be rotated 360* to TDC to correctly start the torque-ing procedure. 

   3. With the engine at TDC, torque the number 1 intake, number 1 exhaust, number 4 intake, number 3 exhaust, number 8 intake, and number 7 exhaust rocker arms to 15 lb.ft. with a torque wrench. 

   4.Once torqued the pushrods should still be able to be rotated.  If they will not rotate, the shims will have to be implemented.  Begin with the thinnest shim and repeat the above procedure until the pushrods can be rotated without any end play. 

   5. Once these valves have been checked and the rocker arms adjusted, continue to the next set by rotating the crankshaft 360* and torqueing the number 3 intake, number 2 exhaust, number 7 intake and number 6 exhaust rocker arms in the same manner as the previous set. 

   6. Complete the torquing process by rotating the crankshaft an additional 90* and torque the number 2 intake, number 4 exhaust, number 5 intake, number 5 exhaust, number 6 intake, and number 8 exhaust rocker arms as above.

 

 

Measuring Lifter Preload on Non-Adjustable Rockers

1. With the cam, hydraulic lifters and pushrods in place, install your rocker arm assembly. Follow the procedure described in the previous post.
 
2. Pick a cylinder that you are going to check. Hand rotate the engine in its normal direction of rotation until both valves are closed. You are on the compression cycle for that cylinder. (At this position the valve springs are at their least amount of tension making the job a little easier to do.)

2. Wait a few minutes, allowing the lifters to bleed down. Now, lay a rigid straightedge across the cylinder head, supporting it on the surface of the head where the valve cover gasket would go. Using a metal scribe and the straightedge, carefully scribe a line on both pushrods.

3. Now carefully remove the torque from all valve train bolts, removing any pressure from the pushrods. Wait a few minutes for the pushrod seat in the hydraulic lifter to move back to the neutral position. Carefully scribe a new line on both pushrods.

4. Measure the distance between the two scribe marks, it represents the amount of lifter preload. If the lines are .020? to .060? apart you have proper lifter preload.

 

5. If the lines are the same or less than .020? apart you have no or insufficient preload. Longer pushrods would be required. OEM Ford lifters only need .020" to .030" preload.

6. If the lines are further apart than .060? you have excessive lifter preload. If the measurement is .010" - .060" above the maximum, shimming of the pedestals might provide the preload requirement,  making sure no changes to the geometry are induced.

 

 

 

5.0L Torque Specifications

(ft-lbs unless otherwise indicated)

Camshaft sprocket bolt.............................................40 to 45
Camshaft thrust plate-to-engine block bolts.................108 to 144 in-lbs
Timing chain cover bolts ..........................................12 to 18
Cylinder head bolts
   Step 1 .................................................................25 to 35
   Step 2 .................................................................45 to 55
   Step 3 .................................................................75 to 85
Vibration damper-to-crankshaft bolt...........................110 to 130
Exhaust manifold bolts .............................................26 to 32
Intake manifold-to-cylinder head bolts
   Step 1 ..................................................................96 in-lbs
   Step 2 ..................................................................16
   Step 3 ..................................................................23 to 25
Oil filter insert-to-engine block adapter bolt .................20 to 30
Oil pan mounting bolts ..............................................110 to 144 in-lbs
Oil pump mounting bolts............................................22 to 32
Oil pick-up tube-to-oil pump bolts...............................12 to 18
Oil pick-up tube-to-main bearing cap nut .....................22 to 32
Drivebelt pulley-to-vibration damper bolts ...................35 to 50
Rocker arm fulcrum bolts...........................................18 to 25
Flywheel/driveplate mounting bolts .............................75 to 85
Front engine mount nuts ............................................72 to 98
Bellhousing-to-engine bolts (3.8L & 5.0L models)..........28 to 38
Driveshaft U-joint-to-pinion flange bolts ......................70 to 95
Pressure plate-to-flywheel bolts ..................................12 to 24
Companion flange/pinion nut (minimum).....................140
Pinion bearing preload (minimum original bearings)......8 to 14 in-lbs
Differential pinion shaft lock bolt.................................15 to 30
Wheel lug nuts..........................................................85 to 105
Spark plugs ..............................................................7 to 14
Firing order..............................................................1-3-7-2-6-5-4-8

 

Ford small block cylinder head and EFI intake torque sequence

Cylinder head bolt tightening sequence....................

 Lower intake manifold tightening sequence .............

*After assembly, retorque after engine warm up.

 

 

Ford Torque Specs

These specs are for stock-type bolts with light engine oil applied to the threads and the underside of the bolt head. Moly and other lubes offer reduced friction and increased bolt tension, which will affect the torque figure. If you use aftermarket performance bolts like ARP's, you should follow the recommended torque specifications.

260, 289, 302


Fastener Type

Torque Spec


Main cap bolts

60-70 ft.-lbs.

Outer main cap bolts,

 

35-40 ft.-lbs.

Connecting rod bolts

19-24 ft.-lbs. (289HP & Boss 302 40-45 ft-lbs)

Cylinder head bolts

 

65-72 ft.-lbs.

Rocker arms

17-23 ft.-lbs.

Intake manifold bolts

 

23-25 ft.-lbs.

Oil pump bolt

23-28 ft.-lbs.

Cam bolts

40-45 ft.-lbs.

Cam thrust plate bolts

 

8-10 ft.-lbs.

Harmonic damper bolts

 

70-90 ft.-lbs.

Flywheel/flexplate bolts

 

75-85 ft.-lbs.

Pressure plate bolts

 

35 ft.-lbs.

Front cover bolts

12-15 ft.-lbs.

351W


Fastener Type

Torque Specs


Main cap bolts

95-105 ft.-lbs.

Connecting rod bolts

 

40-45 ft.-lbs.

Cylinder head bolts

 

90-100 ft.-lbs.

Rocker arms

17-23 ft.-lbs.

Intake manifold bolts

 

23-25 ft.-lbs.

Oil pump bolt

23-28 ft.-lbs.

Cam bolts

40-45 ft.-lbs.

Cam thrust plate bolts

 

8-10 ft.-lbs.

Harmonic damper bolt

 

70-90 ft.-lbs.

Flywheel/flexplate bolts

 

75-85 ft.-lbs.

Pressure plate bolts

 

35 ft.-lbs.

Front cover bolts

12-15 ft.-lbs.

351C, 351M


Fastener Type

Torque Spec


Main cap bolts

95-105 ft.-lbs.

Connecting rod bolts

40-45 ft.-lbs. (45-50 ft.-lbs. for Boss 351C)

Cylinder head bolts

 

105 ft.-lbs. (125 ft.-lbs. for Boss 351C)

Rocker arms (non-adjustable)

 

18-22 ft.-lbs.

5/16 in. intake manifold bolts

 

21-25 ft.-lbs.

3/8 in. intake manifold bolts

 

28-33 ft.-lbs.

Oil pump bolt

25 ft.-lbs.

Cam bolts

40-45 ft.-lbs.

Cam thrust plate bolts

 

9-12 ft.-lbs.

Harmonic damper bolt

 

70-90 ft.-lbs.

Flywheel/flexplate bolts

 

75-85 ft.-lbs.

Pressure plate bolts

 

35 ft.-lbs.

Front cover bolts

12-18 ft.-lbs.

429-460


Fastener Type

Torque Spec


Maincap bolts

95-105 ft.-lbs.

Connecting rod bolts

 

40-45 ft.-lbs.

Cylinder head bolts

 

140 ft.-lbs.

Rocker arms (non-adjustable)

 

18-22 ft.-lbs.

Intake manifold bolts

 

25-30 ft.-lbs.

Oil pump bolt

25 ft.-lbs.

Cam bolts

40-45 ft.-lbs.

Harmonic damper bolt

 

70-90 ft.-lbs.

Flywheel/flexplate bolts

 

75-85 ft.-lbs.

Pressure plate bolts

 

35 ft.-lbs.

Front cover bolts

12-18 ft.-lbs.

360, 390, 406, 427, 428 FE

 

 


Fastener Type

Torque Spec


Main cap bolts

95-105 ft.-lbs.

Crossbolts for 406 and 427

 

40 ft.-lbs.

Connecting rod bolts

 

40-45 ft.-lbs. (53-58 ft.-lbs. for 406 and 427)

Cylinder head bolts

 

80-90 ft.-lbs. (100-110 ft.-lbs. for 1963-67 427)

Rocker arm shaft bolts

 

40-45 ft.-lbs.

Intake manifold bolts

 

32-35 ft.-lbs.

Oil pump bolt

12-15 ft.-lbs.

Cam bolts

40-45 ft.-lbs.

Harmonic damper bolt

 

70-90 ft.-lbs.

Flywheel/flexplate bolts

 

75-85 ft.-lbs.

Pressure plate bolts

 

35 ft.-lbs.

Front cover bolts

12-15 ft.-lbs.

 

 

 

 

Click Images to enlarge

5 liter engine identification chart

 

emissions and vacuum hose routing

 

5 liter Mustang "short belt" serpentine belt routing using a 443K6 belt

 

5 liter belt routing

 

T5 identification chart

 

 

 

 

 

\

 

 

Common Ford engine sizes with various bore and stroke sizes.  Left column is bore and top row is stroke. 

302w / 8.200 Deck Height

 

3.000 in

3.100 in

3.250 in

3.400 - in

4.000 in

301.59

311.65

326.73

341.81

4.020 in

304.62

314.77

330.00

345.23

4.030 in

306.13

316.34

331.64

346.95

4.040 in

307.65

317.91

333.64

348.67

4.060 in

310.70

321.06

336.60

352.13

4.125 in

320.73

331.43

347.47

363.50

4.155 in 325.41 336.26 352.53 368.80

 

351w / 9.500 Deck Height

 

3.500 in

3.750 in

4.000 in

4.100 in

4.170 in

4.250 in

4.000 in

351.85

376.99

402.12

412.17

419.21

427.26

4.020 in

355.39

380.77

406.16

416.30

423.42

431.54

4.030 in

357.16

382.67

408.18

418.38

425.53

433.69

4.040 in

358.93

384.56

410.20

420.46

427.64

435.84

4.060 in

362.49

388.38

414.27

424.63

431.88

440.17

4.125 in

374.19

400.92

427.65

438.34

445.82

454.38

4.155 in 379.65 406.77 433.89 444.74 452.33 461.01

 

Ford Engine Specs

Year

CID

Litres

Horsepower

Torque

Compression Ratio

Gasoline

Diesel

Auto

Truck

Notes

1983

140

2300

145@4600

180@3600

8.0:1 (Turbo)

Y

Y

GT Mustang

1984

140

2300

175@5000

210@3000

8.0:1 (Turbo)

Y

Y

4 Cylinder SVO

1985.5

140

2300

205@5000

248@3000

8.0:1 (Turbo)

Y

Y

4 Cylinder SVO

1986

140

2300

200@5000

240@3000

8.0:1 (Turbo)

Y

Y

4 Cylinder SVO

1986

171

2802

115@4600

150@2600

8.7:1

Y

Y

6 Cylinder Ranger etc.

1989

177

2934

140@4600

170@2600

9.0:1

Y

Y

6 Cylinder Ranger etc.

1990

183

2986

140@4800

160@3000

9.0:1

Y

Y

6 Cylinder Ranger etc.

1989

183

2986

220@6200

200@4800

9.8:1

Y

Y

6 Cylinder SHO

1996

207

3392

235@6100

230@4800

10.0:1

Y

Y

8 Cylinder SHO

1995

232

3801

145@4000

215@2500

9.0:1

Y

Y

6 Cylinder Mustang/Tbird

1998

232

3801

150@4000

215@2750

9.0:1

Y

Y

6 Cylinder Mustang

1999

232

3801

190@5250

220@2750

9.4:1

Y

Y

6 Cylinder Mustang

1990

232

3801

210@4000

315@2600

8.2:1 (Supercharged)

Y

Y

6 Cylinder Tbird

1995

232

3801

230@4400

330@2500

8.2:1 (Supercharged)

Y

Y

6 Cylinder Tbird

1983

232

3801

112@4000

175@2600

8.6:1

Y

Y

F100 V6

2001

240

3900

252@6100

267@4300

10.55:1

Y

Y

Lincoln LS V8

1997

256

4200

205@4750

250@3000

9.0:1

Y

Y

F150 V6

2001

256

4200

202@4800

252@3400

9.3:1

Y

Y

F150 V6

1993

244

3996

160@4500

220@2500

9.0:1

Y

Y

6 Cylinder Ranger etc.

1997

244

3996

210@5250

240@3300

9.7:1

Y

Y

6 Cylinder Explorer

1986

300

4900

120@3400

229@1400

8.0:1

Y

Y

I6 Cylinder Truck/Van

1991

300

4900

150@3400

260@2000

8.8:1

Y

Y

I6 Cylinder Truck/Van

1969

302

4951

290@5800

290@4300

10.5:1

Y

Y

Boss 302

1982

302

4951

137@3600

239@1800

8.5:1

Y

Y

Pickup

1991

302

4951

185@3800

270@2400

9.0:1

Y

Y

Pickup & Van

1996

302

4951

210@4500

280@3500

9.0:1

Y

Y

Explorer

1998

302

4951

215@4500

288@3500

9.2:1

Y

Y

Explorer

1982

302

4951

157@4200

240@2400

8.4:1

Y

Y

GT Mustang

1983

302

4951

175@4200

245@2400

8.4:1

Y

Y

GT Mustang

1985

302

4951

210@4400

270@3200

8.4:1

Y

Y

GT Mustang

1986

302

4951

200@4000

285@3000

9.2:1

Y

Y

GT Mustang

1987

302

4951

225@4000

300@3200

9.2:1

Y

Y

GT Mustang

1998

281

4601

225@4750

290@3500

9.0:1

Y

Y

GT Mustang

1999

281

4601

260@5250

302@4000

9.0:1

Y

Y

GT Mustang

2001

281

4601

235@4750

275@4000

9.4:1

Y

Y

Crown Victoria Police

1996

281

4601

305@5800

300@4800

9.0:1

Y

Y

Cobra Mustang

1999

281

4601

320@6000

317@4750

9.9:1

Y

Y

Cobra Mustang

1998

281

4601

215@4500

285@3000

9.0:1

Y

Y

8 Cylinder Police

1998

281

4601

220@4500

290@3250

9.0:1

Y

Y

F150, Expedition

2000

281

4601

240@4750

293@3500

9.0:1

Y

Y

F150, Expedition

2002

281

4601

240@4750

282@4000

9.0:1

Y

Y

Explorer 4dr

1970

429

7033

375@5200

450@3400

10.5:1

Y

Y

Boss 429

1968

428

7013

335@5600

440@3400

10.6:1

Y

Y

Cobra Jet

1986

351

5754

210@4000

305@2800

8.2:1

Y

Y

351 HO Truck (4bbl)

1991

351

5754

200@4000

315@2800

8.8:1

Y

Y

351 EFI Truck

1997

351

5754

210@3600

325@2800

8.8:1

Y

Y

351 EFI Truck

1994

351

5754

240@4200

340@3200

8.8:1

Y

Y

351 Lightning

1969

351

5754

290@4800

385@3200

10.7:1

Y

Y

4bbl Hiperf.

1995

351

5754

300@4800

365@3750

9.1:1

Y

Y

Cobra R

1971

351

5754

330@5400

370@4000

11.7:1

Y

Y

Boss 351

2001

330

5401

385@5800

385@4800

10.0:1

Y

Y

Cobra R

2000

330

5401

300@5000

355@2750

9.5:1

Y

Y

Navigator

1997

330

5401

230@4250

325@3000

9.0:1

Y

Y

F150, Expedition

2000

330

5401

260@4500

350@2300

9.0:1

Y

Y

Excursion, SD, Exped

1999

330

5401

360@4750

440@3000

8.4:1 (Supercharged)

Y

Y

Lightning

1998

415

6800

275@4250

410@2750

9.0:1

Y

Y

Excursion, Superduty

2000

415

6800

310@4250

425@2750

9.0:1

Y

Y

Excursion, Superduty

1984

421

6900

170@3300

307@1800

20.7:1

Y

Y

Pickup

1991

444

7300

185@3000

360@1400

20.0:1

Y

Y

Pickup

1993

444

7300

190@3000

388@1700

20.0:1 (Turbo)

Y

Y

IDI Turbo

1997

444

7300

215@3000

425@2000

20.0:1 (Turbo)

Y

Y

DI Turbo

2000

444

7300

235@2700

500@1600

17.5:1 (Turbo)

Y

Y

Excursion, Superduty

2001

444

7300

250@2600

505@1600

17.5:1 (Turbo)

Y

Y

Excursion, Superduty (Auto)

2001

444

7300

275@2800

520@1600

17.5:1 (Turbo)

Y

Y

Superduty (Manual)