5.0 mustang parts
Senior Member
Joined: Jul 2004
Posts: 6,200
Likes: 39
From: Easton, Pa.
You need some background information on your engine.
It is not set up like a Mustang.
It is speed density and batch fire injected.
The cam lift does not tell much.
You can't put a cam in that loses very much intake manifold vacuum because the Map sensor controls the fueling and the loss of vacuum will cause excessive richness as well as an unstable idle problem.
The fire order may also be the old 302 order that is different from a Mustang.
Getting more out of this engine is a carefull process with the way it is set up.
If compression is raised, higher octane fuel is in order because the engine is equipped with a knock sensor that will pull ignition timing back when ping is detected.
The better way, if you can get away with it, is to go with a Mustang engine and Mass Air conversion. Then you can cam, head , intake and exhaust to good advantage.
I run a 5L speed density stock engine with a Kenne Bell blower that would put you on cloud nine with your truck.
I think you would have a difficult time getting a significent amount of extra power and have good drivability.
Good luck.
It is not set up like a Mustang.
It is speed density and batch fire injected.
The cam lift does not tell much.
You can't put a cam in that loses very much intake manifold vacuum because the Map sensor controls the fueling and the loss of vacuum will cause excessive richness as well as an unstable idle problem.
The fire order may also be the old 302 order that is different from a Mustang.
Getting more out of this engine is a carefull process with the way it is set up.
If compression is raised, higher octane fuel is in order because the engine is equipped with a knock sensor that will pull ignition timing back when ping is detected.
The better way, if you can get away with it, is to go with a Mustang engine and Mass Air conversion. Then you can cam, head , intake and exhaust to good advantage.
I run a 5L speed density stock engine with a Kenne Bell blower that would put you on cloud nine with your truck.
I think you would have a difficult time getting a significent amount of extra power and have good drivability.
Good luck.
Junior Member
Joined: Jan 2005
Posts: 6
Likes: 0
From: Texas
SCBoy86,
5.0 Mustang Cobra heads should fit a 1990 302L (actually you can use heads from a 289 and 351W as well). I am pretty sure that Ford only used two different 302 blocks between 1986-1994. One block has raised lifter ports to work with a roller camshaft and roller lifters while the other was for standard hydraulic lifters. I would assume that your 90 F150 5.0 has standard hydraulic lifters, however, the heads should bolt up fine.
As with any head swap, you need to be careful with piston to valve clearance. Just because someone states a particular cam will work in a particular application, you should still check. As far as mass air verses speed density, both can accept modifications. Speed density is not very friendly to major modifications so you cannot go totally wild. With that said, I had a 5.0 Mustang with a stock camshaft running ported\milled later model heads. The combination left me with a 10.8-11.0 combustion ratio and very little piston to valve clearance, but, with fuel pressure, timing, and stock camshaft… Speed density was able to keep a good idle. A Stock Speed Density car is actually faster then a Stock Mass Air Car.
If you plan further modification down the road, Mass Air is the only way to go. The conversion for a Mustang is pretty easy (requires a mass air meter cable from Ford, mass air computer, and some minor modifications to your computer wiring harness). If you retain your stock ignition system, then firing order will also not be a problem. I am not sure how hard the F150 conversion would be.
I have been looking at ways to beef up the performance of my Ford F150 for towing applications. I agree with Bluegrass that a Kenne Bell would fit the ticket. You may want to look at that option before tearing into that engine.
As with any performance modification….. Expect complications.
Enjoy
5.0 Mustang Cobra heads should fit a 1990 302L (actually you can use heads from a 289 and 351W as well). I am pretty sure that Ford only used two different 302 blocks between 1986-1994. One block has raised lifter ports to work with a roller camshaft and roller lifters while the other was for standard hydraulic lifters. I would assume that your 90 F150 5.0 has standard hydraulic lifters, however, the heads should bolt up fine.
As with any head swap, you need to be careful with piston to valve clearance. Just because someone states a particular cam will work in a particular application, you should still check. As far as mass air verses speed density, both can accept modifications. Speed density is not very friendly to major modifications so you cannot go totally wild. With that said, I had a 5.0 Mustang with a stock camshaft running ported\milled later model heads. The combination left me with a 10.8-11.0 combustion ratio and very little piston to valve clearance, but, with fuel pressure, timing, and stock camshaft… Speed density was able to keep a good idle. A Stock Speed Density car is actually faster then a Stock Mass Air Car.
If you plan further modification down the road, Mass Air is the only way to go. The conversion for a Mustang is pretty easy (requires a mass air meter cable from Ford, mass air computer, and some minor modifications to your computer wiring harness). If you retain your stock ignition system, then firing order will also not be a problem. I am not sure how hard the F150 conversion would be.
I have been looking at ways to beef up the performance of my Ford F150 for towing applications. I agree with Bluegrass that a Kenne Bell would fit the ticket. You may want to look at that option before tearing into that engine.
As with any performance modification….. Expect complications.
Enjoy