Quote:
Originally Posted by TomP
Good onfo there, thanks!
Question. Is it just the cams that make the firing order different? If one were to use aftermarket cams for the Mustang would it eliminate the need to change the Control Pack firing order? What else is different between the truck and Mustang engines internally? Is the lower compression made by the pistons or are the heads bigger chambers?
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Different cams change the firing order. If you change the cams/firing order, you still need to address the wiring issues as the 150's engine harness does not have the connections for the IAT/MAF.
Other differences include: MAP vs MAF (which the controls pack changes to MAF), Different Intake manifold (which you should swap to a GT anyway), 0.5 compression lower via different pistons (10.5 vs 11), different timing cover/accessory drive arrangement, and a slightly smaller
oil pump on 150 vs mustang. They also have a different
oil-cooler arrangement. The heads are the same.
My f-150 engine also has piston cooling jets, something I had heard was removed from the 2nd gen and up engines but mine definitely still has them. Not sure if it was just the mustang that lost the cooling jets.
The 1st gen 150 has the same firing order as the 1st gen Mustang, but it's also down a lot more on power than 2nd gen 150 with even milder cams and 360HP vs 385HP stock. 2nd gen coyotes have bigger ports, bigger valves, IMRC, and supposedly a little better VCT.
Quote:
Originally Posted by TomP
Quite a few truck engines available cheap around here but used Mustang engines seem to cost almost what the new crate motors go for and the crate motor wasn't likely subjected to five minute long on the rev limiter burnouts like crashed Mustangs tend to be.
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Yep and most crashed f150 were probably not beat on too badly and automatic also makes the likelihood of the 5 minute rev limiter incident less likely too!