![]() ![]() 050-inch 222/226.įor greater valve lift, Crane suggested its Gold 1.7:1 ratio roller rockers along with single-piece. 584/.550-inch intake/exhaust, duration at. We investigated what Crane had available for this application and came up with a nice grind from an off-the-shelf hydraulic roller with 110-degree lobe centers. AFR enabled us to build a 400-500 horse small-block from a 4.030-inch bore and 3.000-inch stroke (306 c.i.d.). 041-inch thick Fel-Pro Perma-Torque #1135 head gaskets right off of the shelf. The 10.67:1 compression ratio was achieved with. To get the desired compression, 10.67:1, AFR shaved the heads to achieve 48cc combustion chambers, then, massaged the ports and chambers along with a nice custom valve job with 2.02/1.60-inch intake and exhaust valves. Then - AFR went to work in its research and development lab fine-tuning a pair of custom AFR 185 “Renegade” cylinder heads for our blueprinted Summit Racing 5.0L small-block. AFR asked us what we wanted in terms of horsepower, torque, and overall performance. We wanted a smooth idle along with abundant power when the throttle was pinned. We’ve assembled a great formula for streetable/weekend racing performance - a balance of brute power on demand and civil street manners for the daily commute. We took this original matching number 5.0L engine and hauled it to JGM Performance Engineering in Valencia, CA. We hit pay dirt when we discovered that we had a standard bore block and that the heads had never been off. engine, which had a spun rod bearing and a damaged crank. We unbuttoned the Mustang’s original 5.0L H.O. We looked to Air Flow Research (AFR) for off-the-shelf cylinder heads, Crane Cams for the bumpstick and valvetrain, Holley for induction, MSD for ignition, BBK Performance for innovative power adders, Fel-Pro for terrific gasket technology, ARP for fasteners, and Ford Performance Parts for an assortment of speed components.ĭown under, we reached out to Eagle Special Parts for a 4340 steel crank, H-beam rods, and Mahle coated and forged pistons and Centerforce for the Dual-Friction clutch and flywheel. We wanted a good streetable Mustang with road manners that we could drive anywhere. of torque proven on the chassis dyno at Full Throttle Kustomz in Fillmore, CA along with a custom tune. The result was in excess of 400 hp and 400 ft.-lbs. of torque at the crank by merging great engine building technique with terrific speed parts from Summit Racing. We put together a plan to make 400+ hp and 400 ft.-lbs. The seller included the car’s original unmolested 5.0L engine with the sale. pounds torque at the crank from the factory. This means Ford’s tried and proven 5.0L engine makes 300 hp and 300 ft.-lbs. When we put it on the dyno, the well-worn 5.0L High Output (H.O.) engine managed 220 horsepower and 230 foot-pounds of torque at the wheels - not bad when you consider how abused this engine was. We wanted to understand what we had under the hood of a dusty-dirty-forgotten 1989 Mustang GT convertible snatched from a San Fernando Valley driveway for $500. The small-block Ford V8, introduced in 1962 as the “90-degree Fairlane V8” displacing 221 and 260 c.i.d., enjoyed a long production life that spanned four decades making it one of Ford’s most popular performance engines ever. Nice thing about the Ford 5.0L pushrod small-block V8 engine is its simplicity. It’s time to reconnect with them.įox and SN-95 Mustangs are user-friendly rides to enjoy and cruise in the true spirit of Mustangdom, be it a 1979-93 Fox or a 1994-95 SN-95. Why? They’re popular for the same reasons classic 1965-73 Mustangs were 30 years ago - nostalgia. The 1979-93 Fox Mustangs are back and hotter than ever. Well, there’s nothing quite like the indigestion that comes from eating your own words. Do you remember when classic Mustang enthusiasts said late-model 1979-93 Fox Mustangs would never be collectable? ![]()
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