Engine assembly: Pro-Touring car Part 2
To put a good engine together is always fun. I bought a whole car because it had low miles and I need the whole drivetrain. Also, it ended up being cheaper to get the whole car than to buy the parts I needed separately. It was a salvage title and didn’t run, so I’m not cutting up a perfect car here. I’m more of a vulture, cleaning up the remains of something already on it’s way back to dust.
Sorry for the bad picture, but this is all I have of it before I donated its organs.
After pulling the engine and transmission and putting them through a good wash at the local self service car wash, I had officially settled at base camp. After initial teardown, it was clear the mountain before me would be a little steeper than anticipated. The engine removed from my donor car had suffered a blown head gasket at some point and was left for dead.
I knew when I bought it that there was something up with the compression, since it sounded weak as the engine went around, but this was a little bit of a setback. The rings had left big pits in the cylinder walls as they rusted from the stagnant water left in the cylinder bore. Not that I want to do it, but the show must go on; I bought another engine. This one also had low miles, but had lived an easier life. The dipstick looked clean and it had been on a junkyard shelf for 14 years. The donor car was wrecked when it was a mere 6 years old. My friends at the junkyard had been careful to preserve the heart of this deceased Mustang donor, and it was back to work.
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Engine washed and disassembled. Intake manifold, heads, exhaust manifolds, distrubutor, camshaft, and wiring were all headed for the floor. I had already acquired GT40 heads and a Ford Racing camshaft to help this 5.0L push air a little harder. Fresh valve job, decking and Ford Racing valve springs dressed these heads as they crowned new head gaskets against the just-prepped cylinder block. New head bolts torqued to spec’, and this is starting to look like an engine again. Drop an intake on, select and clean bolts above new gaskets and silicone, and you’ve got a throat really capable of turning air into torque and horsepower.
Prepped and then primed, there’s no other color for this small block than Old Ford Blue.
The intake is purchased from a friend who used to race a 5.0 powered Mustang. It’s an Edelbrock Performer RPM II with 24 lb/hr injectors, gasket matched ports, an Edelbrock throttle body spacer, BBK throttle body and a FAST EFI harness and an ECU. Stainless steel long tube headers with an oxygen sensor bung welded in for the oxygen sensors. Now we’re singing good notes.