The GT40P's are particular about what fits them.Ī GT40 equipped Explorer 5.0 might be nicer but I wouldn't write off that truck engine deal too quickly. With E7's I can swap around headers and/or manifolds as I please. I've got some Gt40P heads that have been laying around for a couple of years now and haven't found it worth the trouble to swap them on for either set of E7's. E7 heads aren't the latest and greatest but I've got two moderately warmed up drivers running them. The roller cam in that particular engine it happens I'm kind of fond of for all around driving. You can strip that engine down to the long block and redress it up as a 289 or 302 and very few people would be able to tell it wasn't one of those. Mileage below 100K on any 5.0 is getting pretty darn hard to find around here. That 95 F150 5.0 would actually fill the bill pretty well. I expect he's like a 5.0 a lot better though. "just a reliable car for my high school son" A little old original six cylinder would do that. '65-67 cast HiPo exhaust manifolds work as well. The JBA-1650-S shorty headers work as do MAC's, BBK's and Ford Racing. The "down" side of the "P" head is that the revised plug angle is not "compatible" with many shorty and mid-length headers although there are a few available and you need 90* plug boots.Īs far as installation in a vehicle, you won't have to plug the thermactor holes on "P" heads but otherwise not any difference. On the other hand, the valve springs on the "P" heads are pretty weak, even for a 5.0HO letter cam and should be replaced for performance use. The simple truth is that the "P" head flows better than the "plain" GT-40 head and has a smaller chamber., of course you can mill either to increase compression, and are more "prolific". They should carry the casting number of F77E-AA. The combustion chamber is slightly larger at approx. They may have a "P" cast on the face under the valve cover. They were replaced by the GT-40P which has a smaller 1.46" exhaust valve and a revised spark plug angle that points the plug more toward the center of the chamber for better flame front propogation. They may carry the casting number of F1ZE, F3ZE or F4ZE. The combustion chambers typically measure 60.6-63.6 (F3ZE/F4ZE) or 63-66 (F1ZZ) cc's. They have Thermactor ports and a hole drilled in the end of the head for the piping. They have "351-sized" 1.84"/1.54" valves and use "sled-type" pedestal rocker arms. Exhaust valves are smaller than the GT-40's but flow just as well.Ĭlick to expand.GT-40's have 3 vertical raised "bars" on the end of the heads and have "GT" cast on the face under the valve cover. Nothing wrong with GT-40P's other than issues with some shorty & mid-length headers, but they're available. '95-97 Explorers/Mountaineers should have GT-40 heads and '98-01 Explorers/Mountaineers should have GT-40P's. If you're going with aftermarket cylinder heads, look for cheap motors in Grand Marquis, Crown Vic or Town Cars.they were usually treated right and the ones owned by old people sometimes have very low mileage. It is not linear and only has 2 positions, infinite resistance and about 40ohms,įrankly, if you're JY hunting in trucks, look for a '94-96 F-150 or '94-97 F-250 or a van with a 5.8 instead, unless you really want a 8.2" deck block. Oil pressure sender is NOT a sending unit, but a switch. Thermactor attaches to rear of heads, can be easily plugged. Cast accessory brackets with serpentine belt system and reverse rotation water pump. Probably won't fit under stock hood with the truck EFI. Driver's side dipstick, no fuel pump provision on timing cover, no equalizer bar pivot on block. It's an okay motor.typical 5.0 roller block with cast pistons and most likely E7TE heads.
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