Your Results May Vary.....mmb617 ran a T5 behind a 408W and 'PRC' Procomp heads...his deft mechanical empathy again! Didn't drop a valve, but I'll bet you had the heads and valve gear all set up after a full disassembly, reground seats and full check...
Just remember, 86AscMclaren, the later 1996 model year to 2000 model year demise, the Explorer ran a split duration roller cam of very low lift, and short durations,
F4TE-6250-BA Hydraulic Roller 256 intake, 266 exhaust, 422/448 lift profile.
Almost exactly like the the lame old 153 to 178 hp 351M/400 engines hydraulic lifter cam of the 70's.
It was a pure emissions cam, and you don't see any power increase with it in an Explorer block over , say, the 5.0 HO spec engine with E6 or E7 heads , even with its later GT40 spec lower and upper intake the Explorers had.
Nice for maintaining low end torque and one of the best non performance cams around. If something like that cam was put on 2.8 and 2.9 Cologne engines, people wouldn't have found them lame, languishing from 2000 to 3500 rpm. It would make most short stroke engines stump pullers.
On a 5.0, those golden factory GT roller cams, were the the right first point, but even they weren't as good as some of the old hydraulic cams in some applications. .
The Cobra SVT cam. When the 93 Cobra came out, they had to use the reduced intake duration, but ever so slighly higher lift
F3ZE-6250-CA 1993 Thunderbird 5.0 cam, 270/270 and 479 lift with 1.7's, or 450 with 1.6's as per the 93 T bird.
It stayed with that 270/270 and 479 lift with 1.7's in the 1995 , now named the F4ZE-6250-EA.
On the best 90's 5.8's, they never even got to the other stouter 5.0 roller cams for the 1995 Cobra 5.8 R SVT, and it used the Windsor version of the ancient Cobra Jet D1ZZ-6250-A and D2ZZ-6250-B cam, effectively the D2JE 6250-BA 351 W marine cam with 270/290 and 481/490 lift. Which rocks harder than even the 82 to 84.5 Mustang 5.0 Torino 351W cam.
As an example of what the three and four bar GT40 heads can do, Ford then played around with the US 5.0 engines in Australia, with the factory E7, GT40 or GT40P heads, but in some cases, reowrked a little by CNC porting, blue printing, adding 1.7:1 rockers, better cams, headers, and , eventually, 347 stroker cranks to make a 335 hp 5.6 liter engine with a special Modular 5.4 upper intake manifold.
Proof of the part of the boost possiable with the GT40P heads for the last 1998 to 2002 cars is this list:-
5.0 liter ... 235 HP net ... 292 lb-ft ... Falcon Forte and Ghia. Stock 256/266 Explorer F4TE-6250-BA cam I think.
5.0 liter ... 268 HP net ... 310 lb-ft ... XR8, up to May 2001. F1ZE-6250-AA cam, a very strong 276/266 duration 444 lift
5.0 liter ... 295 HP net ... 321 lb-ft ... XR8, May 2001 and later, F3ZE-6250-CA 5.0 270/270 with 1.7 rockers, 0.479" lift .
5.6 liter ... 335 HP net ... 369 lb-ft ... T series Tickford T3 TE50/TS50 sedans, Pursuit 250 pickup, Nov 01 or later. Custom cam.
One thing though, a good AFR, TFS or Promaxx 175 will be worth its weight loss in hp and reliabity. Other lower tier heads, well its again your choice.
Ther's never been a better time to buy aluminum heads, but after they been reworked, good 5.0 's are don't just happen, they are built. Its awfull easy to screw up (mess up/ruin) a good 5.0 with a dropped valve.
This was brought to you from another detailed grocery list on GT40P's
http://vb.foureyedpride.com/showthre...GT40p-question
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