See full version: The big change for 2021 Ford F-150 V-8 isn; t horsepower
New engine technology is always going to make truck fans suspicious since trucks are still seen as a tool and adding more complexity to a tool is often met with skepticism. The adage of “why fix it if it isn’t broke” is a pretty common phrase for truck buyers. However, the growing customer base of truck buyers and their desire to have improved fuel economy as well as CAFE regulations pushing for better miles per gallon, is going to lead to changes.
The piston still moves up and down turning the crankshaft, it has to, and while pistons do experience pumping losses during to having to overcome air resistance when they pull in and expel air, there are no pumping losses when the cylinder is deactivated. The ECU is programmed to balance out the remaining pumping losses from the cylinders, which are still operating. here
Like most new engine technology, there are naturally questions on how much more efficient are we talking about and whether the trade offs (more sophisticated engine technology vs a traditional internal combustion engine) are worth it. [links]
Basically, the vehicle’s computer, ECU, determines when and how to turn off certain cylinders by closing the intake and exhaust valve, no air in or out, as well as stops injecting fuel into the cylinder. here
Also, while GM had a simple light showing V-4 or V-8 mode for years, the new GM trucks with Dynamic Fuel Management technology have 17 different cylinder patterns for turning off cylinders, which uses the engine’s 16 hydraulic valves to open and close cylinders by restricting oil pressure to them when needed. With the multitude of different cylinder combinations changing so rapidly, the system checks for changes 80 times every second, and there is no way to determine which mode or how many cylinders are actually working as a simple icon on the gauge cluster.
This is nearly an impossible question to answer since it really does depend on your driving style and how you use your truck. [links]
What is the horsepower of the 4 speed with overdrive manuel4.6 liter 6 cylinder 1994 XL F-150? more
I have bought this 1994 ford f150 ur talking about and have been looking forever for information.. And u have shed a ton of light on the questions i have been asking for awhile.. I am a chevy van, but when $1,400 price tag was up for graps.. I had to snag it.. Now the one question is.. Being a all out completely controlled engine.. Is there a website for what can be up graded for this truck.. Ive already put some extras into the exhaust system.( hooker headers and flow master super 44s.. Thanks for the info
1994's F150 XLT's came in special factory 302 H.O. configurations. They came with 225 HP. about about the same torque. Maximum torque was shifted to 2,500 RPM to 3,500 RPM instead of 4,000RPM. They were able to do 55mph. at 1000 RPM and 70 mph. 2800 RPH TO 3000 RPM. There were not many built but they did exist. They were basically mustang GT motors from the Ford mustang factory next door. A lot were built in the 75 anniversary 9th generation 1993 year make around the 10 month of 93. They were sold as 1994 trucks. They ran black ignition modules meant for mustang v8's. There is some detail that has survived and they had a 351 fireing order 1.3.7.2.6.5.4.8. The usually we completely computer control and had stickers identifying them as such. They were among the first completely computer control engines. They used Intel processors that were 24 bit and were able to harness the entire 24 bit processor. They really needed the heat sink. They tend to last way longer and also later in life need to have the module replaced. Because of the fact that they had a hot cam. They were the first of the next two years of the ford truck.
i forgot too yeah the v8 is 185 for the 5.0 and 195 for the 5.8
I realize that I am tell you that the best performance is keeping it factory. I will explain why. I will also give a alternative that is a bit involved. Assuming that you have good compression on all cylinders. Make sure that your engine is working with correct fuel pressure. Make sure The timing is set at 10° before TDC with the computer out our of circuit as specified by Ford. The largest problem in those years can sneak up on you and that is the fuel pressure. During those years they had a problem with the high-pressure check valve. That meant if you had two tanks. One of the check values was not working right it would bleed a lot of your pressure by backfeeding the second tank. The pressure regulator works by vacuum so you need that pressure to be correct. One way I have found is that you can have a spongy accelerator petal. Depending on how bad it is. You will seem to eat gas. The other thing is make sure that your second air system is working. Just because the computer is expecting it and all the charts are set assuming that is working. The second thing you can do is get the lightning inner cooler system and change your CPU to that model for the same year. This is something I don't recommend because it's a 25 year old engine although it's better preforming it just will stress the engine. The honestly best things is getting everything close to what they should be as possible. Definitely make sure you have good grounds all across the engine and transmission. The sensors need that to work correctly. If you do have that high pressure bleed back or the pressure is not right make sure your fuel filter is good your pressure regulator is good and your fuel pump is good. Get the check values from ford that fix that problem. If you can't get another motorcraft fuel pump. This is as much as I would say that would keep you with a lot of horsepower and allow you to last a long time.
There is a update for the model that is non ford. The problem is that the new stuff from MSD is that people tend to go back to the standard ford black chip model. The management just becomes too much to deal with. The best thing that improves the run is making sure that you have a new quality distributor with a new black ford module and a new heat sync. Also ford wire sets ford coil and motorcraft plugs. This is the best performance that last and isn't subject to change versus modification. The standard tables in the system computer and it's conversation with the dashboard and also the transmission all work together on a either open loop or closing loop configuration. Open loop the system is referring to it's built in charts from ford. If everything is present and there are no sensor faults and the system is at temperature. The cpu will switch to close loop operations and will jump from the tables to running directly off of the sensors and feedback. You can tell it's in close loop operations when the idling slows all the way down and you hear a two-tone Idling noise. That is kind of like a high lower tone with any shaking or missing if you're in that mode. You should have a twitchy pedal and be able to screech the tires by barley touching the throttle. [links]
The LU5 5.0 liter Cross-Fire Injection V8, used the Corvette’s L83 5.7 (350 CID) Cross-Fire Injection V8’s high-performance cam which gave the LU5 a very high compression ratio (by 1982 standards) of 9.5:1. In 1983 the advertised horsepower rating of the LU5 increased to 175 horsepower and torque increased 250 lb-ft. One of the problems with the LU5 was the aluminum intake manifold which handled the flow from dual throttle body injection (TBI) units had a maximum flow of only 475 cfm in order to meet emissions regulations (the Corvette L83 used the same intake manifold). Chevrolet engine engineers could have offered a higher flow intake manifold to increase the LU5’s horsepower however it instead to chose to replace the LU5 with another high performance 305 – the L69 5.0 liter H.O. V8 – the H.O. stood for High Output. The L69 used the fortified LU5 305 engine block, LU5/L83 high performance cam, and LU5 cylinder heads. The difference was Chevrolet with the L69 replaced the LU5’s induction system with a performance tweaked computer controlled Rochester Quadrajet (750 cfm) 4-bbl and an aluminum intake manifold. The L69 had the LU5’s 9.5:1 compression ratio which was much higher than the LG4 4-bbl 305’s 8.6:1 compression ratio. However the L69 had a new knock sensor which was something the LU5 unfortunately didn’t have. With a 9.5:1 compression ratio both the LU5 and L69 required at least 91 octane fuel – the L69’s knock sensor would automatically retard ignition timing preventing engine pinging and knocking if anything less than 91 octane was used. more
It was not until the 1982 model year when GM’s new corporate engine policy took effect, that the 305 then referred to as the 5.0 liter V8, became GM’s most popular V8. The 145 horsepower and 240 lb-ft of torque LG4 4-bbl 5.0 liter V8 was used in many of GM’s 1982 cars. Even the 1982 Chevrolet Camaro Z28 and 1982 Pontiac Trans Am (GM’s performance F-bodies) used the LG4 as their standard engine. And it was 1982 that marked the first year the 305 became a performance engine. As an optional engine on the Z28 and Trans Am, Chevrolet released a thicker wall version of the 305 block that had other performance upgrades – the result was the performance oriented LU5 5.0 liter Cross-Fire Injection V8 (a dual throttle body fuel injection system) which was rated at 165 horsepower and 240 lb-ft of torque. 165 horsepower seems paltry by today’s standards when even many 4-cylinder motors today exceed this horsepower figure, however thirty years ago 165 horsepower was more than most V8s produced during this time period. This was an era when most V8 produced less than 150 horsepower and anything that produced more was a performance motor. As an example the 1982 Ford Mustang GT with its (2-bbl) 5.0 liter (302 CID) H.O. V8 produced 157 horsepower and 240 lb-ft of torque.
Even though all the L69s produced were identical in terms of specs (except for the SS’s lower advertised horsepower), there was one area where the L69s found in the Camaro Z28/Iroc-Z, Trans Am, and Monte Carlo SS differed. This area was the air cleaner assembly. The Monte Carlo SS used a large pedestrian round black air cleaner assembly with a single snorkel (snorkel was on the passenger side). The 1983-1984 L69 Trans Am used a smaller round black air cleaner assembly with a single snorkel (snorkel was on driver side) – the 1983-1984 L69 Trans Am’s air cleaner assembly had a large hole on the top lid to suck air from the functional hood scoop (it had a solenoid controlled flap in the hood scoop which opened up to allow air to pass to the air cleaner assembly as full throttle was approached). However it was the L69 equipped Camaro Z28 and Iroc-Z which had the most impressive looking air cleaner assembly setup – it was a small round black unit with two free-flow snorkels that received air from two large air ducts below the hood and above the radiator. The best part was the red "5.0 Liter H.O." decal on the top of the round air cleaner lid. The 1985-1986 L69 equipped Trans Am used the Z28’s dual snorkel air filter assembly since the functional hood scoop had been discontinued.
When Chevrolet released the 305 CID V8 for the 1976 model year, no one including Chevrolet would have imagined it would become one of the hottest performance V8s of the 1980s. The 305 V8 which was a member of Chevrolet’s small-block V8 family had only three main purposes back in 1976 – to provide smooth acceleration, good reliability, and good fuel efficiency. On these three accounts it was a success. It was rated 140 or 145 horsepower depending on which 1976 car model it was ordered with and its only induction system was a Rochester 2-bbl carburetor. It was the successor to Chevrolet’s small-block 307 CID V8 which was a budget V8 that only was equipped with a 2-bbl carburetor and never produced more than 200 gross horsepower and had an output as low as 115 net horsepower. The gas-sipping 307 had a short life span from 1968 to 1973. The 305 soon after its introduction was available in many different GM makes and models.
1996 Ford Explorer — 210 HP
The first incarnation of the 5 litre or 5.0 brought some more subtle changes to the now dated 302, namely some subtle cylinder head and valve-train changes. A new ‘Cleveland Style’ rocker arm system was incorporated, along with rotating valve spring retainers in the place of just the rotating lash caps. A water passage revision and a firing order (1-3-7-2-6-5-4-8) change for High Output variants saw out the 5.0 to the end of its days.
Ford 5.0 Applications: [links]
In 1983 the carbureted engine was replaced with throttle-body fuel injection. For the 1986 model year, Ford went to sequential multi-port fuel injection which is identifiable by the large intake with the EFI 5.0 badge on top. Electronic fuel injection first appeared for the 302 on the Lincoln Continental in 1980.
The 302 came with (2) different size spark plugs. The large plug (left) has a 13/16 hex 18mm thread, and the smaller plug (right) has a 5/8 hex and 14mm thread.
1985 — 210 HP @ 4400 [links]