!!!PLEASE HELP ME PUT THIS TOGETHER!!!

Discussion in 'Fox 5.0 Mustang Tech' started by SLYFOX89, Jul 19, 2011.


  1. SLYFOX89

    SLYFOX89 Member

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    I KNOW THERE ARE MANY OTHER THREADS ABOUT THIS BUT ITS ALL MIXED UP AND MOST ARE TOO FAR DOWN THE LINE FOR WHAT IM DOING TO START....im gonna get a set of gt40 heads and the upper and lower intake..prolly install a small cam also..what i need from you guys is a list of parts i will need to do this install and any info you think might be helpful...keep in mind this is a street car and my daily driver when its nice out..would it be better to get the heads and take them to the speed shop and have them worked or buy some remanufactured ones????? also need to kno the best roller rockers to use and the parts that should also be changed while i got the heads off..im on a budget so try to be nice..haha thanks guys:flag:
  2. Beasty306GT

    Beasty306GT Active Member

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    Gt40 heads use pedestal mount rockers just like stock


    Sponsored Ad

  3. BlownFiveLiter

    BlownFiveLiter have car, will race....wait, it doesn't run

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    You'll need:

    • Head gaskets (stock replacements are fine)
    • Intake gaskets (just get a set for an Explorer. Stock replacement are also fine)
    • Water pump and timing cover gaskets
    • Header gaskets (get the copper, or graphite ones. Paper ones suck and will most likely blow out. You want metal)
    • Valve cover gaskets (you might be able to reuse the stock ones)
    • Black RTV sealant
    • New timing chain (don't cheap out, it would suck to have to go back in and replace it)
    • Head bolts, or studs
    • A torque wrench that goes up to 85lb ft, or higher
    • Thread sealant

    You can reuse:

    • Stock stamped steel rocker arms (not ideal, but doable)
    • Stock roller lifters
    • Stock throttle body
    • Stock fuel injectors (you won't be making enough power, to need to step up to 24's yet)
    • Stock valve covers

    That's everything I can think of, off the top of my head. You'll probably want to step up to 24lb injectors, but it's not mandatory. If you do, you'll need a new MAF that's calibrated for them, or some sort of tuner that you can load up the correct settings.
  4. SLYFOX89

    SLYFOX89 Member

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    thank you sir..its not a MAF engine..i thinks its from an 87..almost positive...anything else? what about a cam(mild):nice:
  5. SLYFOX89

    SLYFOX89 Member

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    thank you sir..its not a MAF engine..i thinks its from an 87..almost positive...anything else? what about a cam(mild):nice:
  6. ID89GT

    ID89GT Active Member

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    If you want to use the Explorer throttle body, you will need to do the throttle linkage modification and will also need to get right sized egr spacer.
  7. BlownFiveLiter

    BlownFiveLiter have car, will race....wait, it doesn't run

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    The TFS stage 1 cam isn't a bad choice for that combo, especially for an off the shelf grind. When you say it's not a MAF engine, is the car an 87, or just the engine? I was assuming it was an 89 based on your username.
  8. SLYFOX89

    SLYFOX89 Member

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    the car is an 89 but it was originally a 4 cyl...i believe the motor is from 87...im trying to find a notchback so nething i do to this one is gonna be swaped to the coupe..i got the car for under $1000 with a sound motor just have wanted a coupe for about the last 8 years and if im gonna do it rite its gonna be what i want ya kno
  9. SLYFOX89

    SLYFOX89 Member

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    im gonna buy a t body prolly from summit
  10. SLYFOX89

    SLYFOX89 Member

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    would it be possible to find me a part number on that cam?i cant seem to find it
  11. SLYFOX89

    SLYFOX89 Member

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    COMP Cams CL31-218-2 - COMP Cams High Energy Cam and Lifter Kits

    can anyone tell me anything about that???
  12. jrichker

    jrichker StangNet's favorite TOOL SN Certified Technician Founding Member

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    Cylinder head removal & replacement

    Revised 24-Nov-2010 to update distributor removal and re-installation.

    Plan on 3 days to do the job if you haven't done it before.

    Day one gets the heads off in 4-6 hours. Remove the A/C compressor mount bolts and move the compressor out of the way. The A/C compressor swings out of the way without disconnecting any of the lines or losing any refrigerant. Mark all the electrical, smog and vacuum lines with tags to help you remember where to re-connect them.

    Day two gets all the gasket surfaces scraped off extra clean and the heads dropped off at the machine shop if you are going to have them reconditioned. Time here is another 4-6 hours. Whatever you do, don't skimp on cleaning the gasket surfaces. New gaskets need to seat against bare metal and not the residue left from the old gaskets in order to seal leak free. This is the most time consuming and tiresome part of the job. Look for little things that need to be replaced like the short hose from the thermostat hosing to the water pump, damaged vacuum lines and hose clamps that are rusted or broken.

    Day three starts when you get the heads back from the machine shop. This is the time to pick up all the little odd pieces you found needing replacement on your day two inspection/cleanup. Plan on 6-8 hours to reinstall the heads and reconnect everything. Plan on an additional 2 hours to troubleshoot/adjust everything.

    Now for some practical tips:

    Tools: a good torque wrench is a must have item. A razor blade scraper that holds a single edge razor blade from Home Depot or Ace hardware is another handy thing. Get a Chilton or Haynes shop manual - you'll need it for the bolt torques and patterns. The intake manifold has an especially odd pattern.

    Diagram courtesy of Tmoss & Stang&2birds
    [​IMG]

    The bolts are torqued down in a 3 step process.
    Step 1 8 ft/lbs
    Step 2 16 ft/lbs
    Step 3 23-25 ft/lbs

    You'll need access to a timing light to set the timing after you re-stab the distributor. Look in the A/C repair section for the fuel line tools. They look like little plastic top hats. You will need the 1/2" & 5/8" ones. The hat shaped section goes on facing the large part of the coupling. Then you press hard on the brim until it forces the sleeve into the coupling and releases the spring. You may need someone to pull on the line while you press on the coupling. Put some motor oil on them when you put the line back together.

    The A/C Compressor comes off with lines still connected. Mark all the electrical, smog and vacuum lines with tags to help you remember where to re-connect them. If you have a digital camera, take several pictures.

    Whatever you do, don't skimp on cleaning the gasket surfaces. New gaskets need to seat against bare metal and not the residue left from the old gaskets in order to seal leak free. This is the most time consuming and tiresome part of the job. Look for little things that need to be replaced like the short hose from the thermostat hosing to the water pump, damaged vacuum lines and hose clamps that are rusted or broken.
    Put some cardboard in the lifter valley to help catch the gasket scrapings. Have a shop vacuum handy to suck up the scrapings and any coolant that leaked into the lifter valley.

    Plan on cutting the thermostat to water pump hose, or removing the thermostat housing. Also plan on removing the distributor to get clearance to remove the intake manifold. Remove #1 spark plug, stick your finger in the spark plug hole and crank. When your finger gets air moving past it, stop cranking. Turn the engine until the timing marks line up with the pointer. Now you can pull the distributor out. Be sure to put a rag or cap in the block where you removed the distributor. It will save you trouble if something falls into the empty distributor hole.

    My favorite trick that saves time and effort is the stay in place gasket. Be sure that you scrape (don't use a wire brush) all the old gasket material off, then clean all the surfaces with acetone or MEK.

    When the surfaces are clean, use weather strip adhesive on the head to manifold surface, and on the side of the gasket that mates to the head. Follow the instructions on the tube or can and when it gets tacky, press the gasket down on the head.

    Clean the area where the rubber rails mount to the block in front and in the rear with more acetone or MEK and do the same trick with the weather strip adhesive that you did to the heads.

    Coat the rubber seals and the gasket area around the water passages with Blue Silicone gasket sealer and put it together. Whoopee! no leaks, and no gaskets that shifted out of place.

    Get a tube of anti-seize and coat all the bolt threads and under the bolt heads. That will help insure even torque when you tighten the manifold bolts. Plan on re-torquing them after a weeks worth of driving

    Fuel injector seal kits with 2 O rings and a pintle cap (Borg-Warner P/N 274081) are available at Pep Boys auto parts. Cost is about $3 per kit. The pintle caps fit either injectors with a pin sticking out the injector end or 4 with more tiny holes in the injector end. The following are listed at the Borg-Warner site ( BWD - Home ) as being resellers of Borg-Warner parts:

    Parts Plus - Premium Auto Parts & Accessories or Auto Value / Bumper to Bumper Quality Parts & Service - Home of the Aftermarket Auto Parts Alliance Group or Tires, Auto Parts Stores, Brakes & Automotive Parts | Pep Boys or Federated Auto Parts - Automotive Aftermarket

    Most of the links above have store locators for find a store in your area.

    Use motor oil on the O rings when you re-assemble them & everything will slide into place. The gasoline will wash away any excess oil that gets in the wrong places and it will burn up in the combustion chamber.

    Putting the distributor back in is fairly simple. Pull #1 sparkplug, put your finger in the sparkplug hole,
    crank the engine until you feel compression. Then line up the TDC mark on the balancer with the pointer
    on the engine block.

    The distributor starts out with the #1 plug wire lined up at about 12:00 with you facing it. Align the rotor
    to about 11:00, since it will turn clockwise as it slides into place.

    Align the distributor rotor up with the #1 position marked on the cap, slide the distributor down into the block, (you may have to wiggle the rotor slightly to get the gear to engage) and then note where the rotor is pointing. If it still lines up with #1 position on the cap, install the clamp and bolt. If not, pull it out and turn 1 tooth forwards or backwards and try again. Put the #1 spark plug back in and tighten it down, put the clamp on the distributor, but don't tighten it too much, as you will have to move the distributor to set the timing. Note that if it doesn't align perfectly with #1 position, you can turn the distributor until it does. The only problem is that if you are too far one way or the other, you can't turn the distributor enough to get the 10-14 degree optimum timing range.

    At this point hook up all the wires, get out the timing light and start the engine. Set the timing where your car
    runs best. Don't forget to disconnect the SPOUT jumper connector when you set the timing, and plug it back
    in when you finish.

    The HO firing order is 1-3-7-2-6-5-4-8.
    Non HO firing order is 1-5-4-2-6-3-7-8

    [​IMG]

    Consumable items:
    Upper manifold gasket
    Fel Pro 1250 or equal lower manifold gasket set.
    Short formed hose between thermostat hosing and intake manifold
    6 ft 7/64" or 1/8" vacuum hose
    2 ft 1/2" heater hose
    1 1/2 ft 5/8" heater hose
    Blue Silicone sealer
    ARP antiseize or equal for the bolts
    4 each 3/4" hose clamps (spare item in case the old ones are bad)
    4 each 1/2" hose clamps (spare item)

    Machine shop charges will vary - figure $275-$350 to have heads checked for cracks, cleaned, surfaced, valves ground, valve guides reconditioned, valve springs checked and bad springs replaced.

    See the following website for some help from Tmoss (diagram designer) & Stang&2Birds (website host) for help on 88-95 wiring Mustang FAQ - Wiring & Engine Info Everyone should bookmark this site.

    Ignition switch wiring
    http://www.veryuseful.com/mustang/tech/engine/images/IgnitionSwitchWiring.gif

    Fuel, alternator, A/C and ignition wiring
    http://www.veryuseful.com/mustang/tech/engine/images/fuel-alt-links-ign-ac.gif

    Complete computer, actuator & sensor wiring diagram for 88-91 Mass Air Mustangs
    http://www.veryuseful.com/mustang/tech/engine/images/88-91_5.0_EEC_Wiring_Diagram.gif

    Vacuum diagram 89-93 Mustangs
    http://www.veryuseful.com/mustang/tech/engine/images/mustangFoxFordVacuumDiagram.jpg

    HVAC vacuum diagram
    http://www.veryuseful.com/mustang/tech/engine/images/Mustang_AC_heat_vacuum_controls.gif

    TFI module differences & pinout
    http://www.veryuseful.com/mustang/tech/engine/images/TFI_5.0_comparison.gif

    Fuse box layout
    http://www.veryuseful.com/mustang/tech/engine/images/MustangFuseBox.gif
  13. SLYFOX89

    SLYFOX89 Member

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    :nice::nice::nice:
    :nice::nice::nice: you are the man..thanx alot im gonna print this off and keep it handy..are the patterns and specs gonna be the same for the gt40 heads?
  14. jrichker

    jrichker StangNet's favorite TOOL SN Certified Technician Founding Member

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    The torques and patterns should be the same.

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