Those pre-97 F150's are actually pretty desirable. If it's that sweet of a deal, you might be better off flipping and buying a crate engine.
The intake is useless to you. The upper is simply too tall without a huge hood or cutting a hole, and the lower intake is the Holley ststemex style of port design, so unless you can find a Holley upper, not worth keeping
Basically what you are doing is taking the F-150 302 down to a short block.
You swap over everything off your Mustang block.
Oil Pan
Timing cover,
accessories
HCI
I don't know what piston a 96 f150 has and I don't know what cam you have but check your piston to valve clearence, as you know some cams don't play well with some pistons.
Just a reminder.
Not that I'm a wizbang mechanic
More like 'I'm lucky it runs cause I stuck it together not know'n cht about it' back yard boob.
Just a reminder.
Not that I'm a wizbang mechanic
More like 'I'm lucky it runs cause I stuck it together not know'n cht about it' back yard boob.
@gruvee87vertgt
Always be mindful of the pitfall regarding oil pump/distributor drive gears. Roller cam equipped uses steel gears, plain tappet cam uses cast gears. Slipping a non-roller cam distributor in a flat tappet cam engine will result in the distributor gear being "eaten". imp
Always be mindful of the pitfall regarding oil pump/distributor drive gears. Roller cam equipped uses steel gears, plain tappet cam uses cast gears. Slipping a non-roller cam distributor in a flat tappet cam engine will result in the distributor gear being "eaten". imp
Trucks w/5.0 used non-HO camshafts, flat tappet. Where the "breakpoint" came in them, if at all, would need verifying. The gear problem is documented in Ford Motorsports Catalog, which I'll try to find and copy. imp
The remedy lies in using the correct distributor gear for the camshaft in use. Ford Motorsports sold (sells?) the two types of gears. imp