i knowwhat my firing order is. and i know i have a flat tappet cam nut i guess im ok with it just some crazy thing
Does anyon ehave a picture they can show me so i can tell if my block is a roller compatiable or slowly tell me what all to look for thanx someone may already have told me this but i would like a picture
Check the casting numbers for E6SE, E7TE, F1SE, these are three that I know of. There are also two raised bosses in the lifter valley that should be drilled and tapped (they may not be D & T'd though)for 1/4" NC bolts that hold down the lifter retainer spyder.
If I remember right, only HO models were roller until 89. I have a 5.0 out of a 88 LTD and it is flat tappet.
The 5.0 in my car is from a 88 crown vic and its a roller but not an HO. It could be an early 89 though, I only remember the year in the build date
Your engine didn't come out of an '88 LTD then, or was not original to that car. You can verify this by checking the partial VIN stamped into the block behind the lower intake manifold. What is the casting number on the block and heads? I've got 5.0's out of an '86 LTD Crown Vic, '88 Town Car, and an '89 Grand Marquis, and I've verified they all have roller cams. No cars were built after 1986 with flat tappet 5.0's. The only way I would believe it is if I saw it with my own eyes, and could verify the VIN's matched. The chances of a truck motor being mistakenly installed in a car are extremely unlikely. Companies that mass produce on the scale that Ford does, have many safeguards and teams of people in place to prevent something like that from happening. By the mid to late 80's all engines had a barcode or calibration code of some sort slapped on them, it would have been known immediately that the wrong engine was being installed. All cars are dyno tested when they roll off the assembly line as well, so if by some one in a billion chance it wasn't caught prior, it definitely would have been then. I've seen many MN12 cars in the junkyard with roller cams. Some cars getting rollers and others getting flat tappet simply would not have happened in a mass production environment without a very specific reason. I also don't really buy that a company of that scale would just "use up" old left over parts after a major engineering change. At least where I work, engineering changes are planned a long time in advance, and ANY old parts that are left over on the assembly lines at that time are literally scrapped. Companies will generally do this because it's cheaper to simply build more, then to pay the man hours to rework the existing stuff, if it's even possible.
You're free to believe what you want, but the simple fact is Ford did this all the time (use up parts before scrapping inventory) The switch in cams would have been done at the engine assembly plant, during assembly, as the trucks had a completely different EFI intake assembly. Most trucks had E7 heads also, but I've seen a coupel that slipped thru with E6 heads too.
alright Guys i had time today to pull to take a look at the 5.0 engine today .It looks to have the 2 places for the bosses but they arent drilled.So can any machine shop drill and tap them for me .Im glad to know it is roller cam compatiable though.I also wrote the numbers off the block next to where the starter goes.here it is #F4TY-6015-BA sounds like a 94 block maybe someone can tell me something about it.DOnt think its a 91 thunderbird engine
That's strange. F4TY doesn't sound like an engineering number, and the bosses not being drilled and tapped at a date long after the disappearance of the flat tappet cams in production throws another thing into the mystery. You can drill and tap the bosses yourself, if you've got a steady hand and don't drill too deep to where you get into the backside of the cam bearings below the bosses. The holes only need to be about a half inch deep for the retainer bolts.
Take a look at the tops of the lifter bores. One of the trucks I rebuilt the 5.0 in a while back had a flat tappet cam, had the bosse3s in the valley for the hold downs but the lifter bore were not machined on the top to take the dog bones. My machinist told me he had seen several engines like that and the cost to machine the tops of the lifter bores down would cost more than it was worth. Something about all of the set up times for each lifter bore. Don't know if this is right or not just trying to help clint
The truck engines are flat tappet, but the 95 351W in the truck had a roller cam with the casting # F4TE and 93-94 was roller compatible. Every 5.0 I pulled from trucks had a flat tappet cam but the newest pushrod motor I pulled was 92. 91-93 MN12 got a 5.0HO roller motor with the short intake that was later used on the 94-95 mustang. I have 2 roller SO engines with one from a 86 Tbird and the other from a 87 Cougar. The 87 engine has hypereutectic flat top pistons and I think it was a 1 year thing across the board. It's not so much that the bosses are there for the spider, its the height of the lifter bores. if the bores aren't high enough you will need either retrofit lifters or a small base-circle cam. But since its a 94 motor you should be OK
Ok, I have been through this myself. I actually did what they call the 5.0 HO conversion on a motor out of an 88' LTD police car years ago. The deal is this. Ford made the non high output version of the 5.0 EFI motor for passenger cars. They were basically the 1986 version of the Mustang Gt motor. Meaning that most of the passenger cars had flat top pistons (higher compression)and the E6 (low performance cylinder heads). The lower intakes are exactly the same for the passenger cars and the Mustang HO motor. Only difference is the upper plenum and throttle bodies. Of course the passenger cars plenum and throttle body will be reversed. Meaning the throttle body on the passenger car is on the drivers side. Now some of the passenger cars had flat tappets camshafts and some had roller cams. The lift and duration were the exactly the same for both cams. Something like 183/192 duration and 398/? lift. Pretty sucky , I know.LOL Anyway. The passenger cars got the E6 torque swirl heads. Good for low,low end torque,but not at all good for performance. On the Ford trucks from that same era , the trucks got the E7 heads (HO or Mustang heads) but they got the flat tappet camshaft, but as far as I know , all 5.0 EFI blocks were roller compatible. I had aquired a truck block, and yes it was roller compatible. The holes were all ready there. All it needed was the spider holder and dog bones for roller type lifters. So, I took them off of the passenger car and got a roller cam. Basically, if you have an 80's EFI 5.0 block, then you have an 86' Mustang motor minus the heads, cam, throttle body, upper plenum,19 lb injectors.
