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  1. #1

    Default Just starting an engine rebuild on an 84 5.0

    Just finished the teardown of my 84 5.0 last weekend. I'm looking at upgrading the entire top end

    I've been eyeing up the Edelbrock 2027 Power Package Top End Kit, but I am hesitant whether it will actually fit or not. I've seen some reviews of people saying they have used this kit on a mid 80s engine, but the Edelbrock website says it is for 81, and older.

    Any thoughts?

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  2. #2

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    looks like you are off to a good start. What part of the country are you in?
    LIFE IS ONE LONG WEEKEND

  3. #3

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    I'm from Saskatchewan

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  4. #4
    FEP Power Member richpet's Avatar
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    It might have to do with the imbalance going from 28 to 50 oz? You shoud be able to have your crank/damper/flywheel balanced to either weight buy getting the right parts. I used much more modern heads by Eddy on my block - it's a 1970 block.
    Perhaps email their tech department and ask why the 81 cutoff.

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    83 5.0 GT. Quicker than it looks! 10:1 (or just over) 306, Motorsport a332 cam, 140A alt, t5 conv, 8.8 w/ 3.27's, Edel rpm, alum rad, very worked e7's, Holley SA carb, etc... SOLD IT!!!!

    Now an 1981 Granada! .040 over 302, Edel E-street heads... Currently building a 347 because, why not?

    "Never underestimate the power of stupid people in large groups"

  5. #5
    FEP Senior Member Sask84gt's Avatar
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    Welcome to the site fellow Sasky!!
    Mustangs
    84.5 Gt T-top
    85 Gt

  6. #6
    FEP Super Member xctasy's Avatar
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    Standard Output 255/ 4.2 liter V8s and all non HO 5.0 liters before 1982 had the standard GM 55-96 small block firing order. In addition, any Standard Performance base model 5.0 from 80 to 85 kept the old firing order.

    The cam timing defines the firing order. Since 1962 to 1981, all Small block Fords had one type of firing order, the K code 271 High Perfornance and Boss 302. The exception to this rules is the "other" small blocks, the Windsor 351, which had the 335 series Cleveland 351/ 351M/ 400 Ford firing order, not called a small block by Ford, but definately a small block because it is built on the 239/254/272/292/312 Y block and 351 Windsor and 221/260/289/302 4.38 bore spacing transfer lines.

    The 69 Windsor 351 firing order was unique to FoMoCo for 28 years. Starting with the 82 HO 2bbl and 83-85 HO 4bbl and the 84/85 HO Fuel Injection CFi had this special firing order, and then every port EFi 5.0 from 1985 to 2001.

    The Mustang lost its 5.0 for 80 and 81, but you could get it in other big Foxes and Panthers. So for most suppliers, 1979 is the last year of the 28 ounce unbalance Stand Out Put firing order. Fuel injected High Out puts and carbed High Out Put engines used the 1973 H code planned 351W HO Ford Torino cam timing, the first GM firing order with a 4-7 and 2-3 swap. That copied the bigger 351 Windsor 69-97 Firing Order.

    Key point is that is the 1997 model year Chevy LS firing order. That system looks after the main bearings and adds about 2.5% more low end torque.

    The problem is that the firing order screws up Truck Bank Fire and orthodox Fox 5.0 Sequential Injection. For CFi or 4bbls, not really an issue.

    The unbalance factor change was 1980, both 255s and 5.0s got the heavier 34 unbalance serpentinr drive and the 50 ounce flywheel/flexplate. The earlier Fords were all 28 ounce at the crank harmonic balancer and also the flywheel. The latter Mustang 82s were dual mass called 50 ounce unbalance, but actually 50 ounce at the flywheel or flexplate and 34 ounce on the serpentine belt drive. The problem was the weight reduction of the 255 crank required increased crank balancer and flexplate unbalance, and the 5.0 got the same external parts despite having the heavier crank. All dress up kits and accessories for 1980 to 2001 manufacter years are designed to have 34 oz crank and 50 ounce flexpkate or flywheel unbalance...the 5.8s stayed 28 oz crank balancer and 28 oz flexplate or flywheel.

    If you change the cam, you can use the earlier Edelbrock kit. The firing order is not a big thing. Its more an idke and low end torque hurter on bank fire and Sequential Injection engines, but not a probkem with a carb 84 engine. Edlebrock really did a lot of research and offer great advice.

    Ford did the same kind of weird stuff in December 1962 when the 271 Hi Po D or K code came out with special crank balancer adaptor. It used a stock 28 oz crank balance, but a special balancer. All flywheels had the same 28 oz balance, so did the later automatic K codes.

    GF Stirret and his crank casting designer did all this funky stuff not just on the 289, but the 232 90 degree V6 as well. The 1980 255 and 1982 232 shared lots of similar parts despite being totally unrelated engines. And that is how Ford always does business, because the engineerings guys would actually talk to each other and plan out stuff years before things got "the nod" for production.

  7. #7
    FEP Senior Member liv2roc's Avatar
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    if you use a flat tapped cam make sure you run some additive with zinc in it or the cam want last but a few 100 miles. modern oil no longer can support a flat tapped cam.

  8. #8
    FEP Power Member richpet's Avatar
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    Maybe for break in.
    My Bronco is a hydraulic flat tappet. Bought it at about 50k on the clock, now at 112000. Used mostly synthetic 10/30 since I got it about 8 years ago. Still runs strong and fine.
    I never used additives in my '83 hatch motor either. That thing ran a LONG time. A different kind of problem made it stop.
    Be sure to use a high quality oil after break in. Use the additives if you want.

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    Last edited by richpet; 03-05-2021 at 10:46 PM.
    83 5.0 GT. Quicker than it looks! 10:1 (or just over) 306, Motorsport a332 cam, 140A alt, t5 conv, 8.8 w/ 3.27's, Edel rpm, alum rad, very worked e7's, Holley SA carb, etc... SOLD IT!!!!

    Now an 1981 Granada! .040 over 302, Edel E-street heads... Currently building a 347 because, why not?

    "Never underestimate the power of stupid people in large groups"

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