M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
! ! ! PLEASE READ ALL OF THE FOLLOWING INSTRUCTIONS CAREFULLY PRIOR TO INSTALLATION.
AT ANY TIME YOU DO NOT UNDERSTAND THE INSTRUCTIONS, PLEASE CALL THE FORD RACING
TECHLINE AT 1-800-367-3788 ! ! !
FORD RACING PERFORMANCE PARTS PERFORMANCE ENGINE LIMITED WARRANTY
Ford Racing Performance Parts warrants to the original retail purchaser for 12 months or 12,000 miles,
whichever occurs first, that it will repair or replace, at its option, using new or remanufactured parts, Ford
Racing Performance Parts engine covered part that, after inspection, is found to have failed due to a defect
in factory supplied material or workmanship.
Covered parts include the engine block and cylinder heads, all internally lubricated parts of the engine, including
pistons, piston rings, piston pins, crankshaft and main bearings, connecting rods and rod bearings, camshaft and
camshaft bearings, timing chain, timing chain gears, intake and exhaust valves, valve springs, oil pump, push rods,
rocker arms, valve lash adjusters, hydraulic or mechanical lifters, and valve stem seals, to the extent that the
original engine contains the referenced warranted part. Parts that require normal manufacturers recommended
replacement intervals are not covered under this warranty.
To the extent allowed by law, loss of time, inconvenience, loss of the use of the vehicle, commercial loss, and
incidental and consequential damages are not covered. There is no other express or implied warranty on these Ford
Racing Performance Parts Engines including, but not limited to, any implied warranty of merchantability or fitness
for a particular purpose.
This warranty does not cover:
•
•
•
Parts which are replaced as part of normal maintenance.
Installation or removal costs.
Damage due to improper installation, negligence, alteration, or accident, including use related to racing or
competition, marine or motorcycle applications, or for other non-vehicle usage.
Engines where the vehicle odometer has been disconnected or the mileage has been altered.
Damage caused by lack of proper maintenance, failure to follow maintenance schedule intervals, or failure
to use or maintain proper type and levels of fluids, fuel, oil and lubricants. Proof of proper maintenance is
the owner’s responsibility. Keep all receipts and be prepared to make them available if questions arise
about maintenance.
•
•
•
•
Towing, shipping, rental vehicles, loss of time, inconvenience, loss of use, or other economic loss.
Ford Racing Performance Parts engines installed in vehicles registered and/or normally operated outside
the United States and Canada.
To obtain warranty repair or replacement, please contact Ford Racing Performance Parts at 1-800-367-3788 or:
Ford Racing Performance Parts
P.O. Box 490
Dearborn, MI 48121
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
Page 1 of 13
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
IGNITION SYSTEM CONSIDERATIONS/COMMON PROBLEMS
The ignition system must deliver a properly timed spark. There are a lot of factors that determine when the spark
should be delivered. The most common factors include: compression ratio, fuel quality, fuel octane rating,
combustion chamber design, engine operating temperature, power adders such as NOS or supercharger, inlet air
temp, altitude, and load.
•
•
•
Avoid too much or too little timing for your engine combination.
Avoid hooking up the vacuum advance to intake manifold vacuum instead of ported vacuum.
Avoid inductive crossfire created by improper plug wire routing. Separate plug wires on cylinders that fire
in sequence.
•
•
Improper timing can damage pistons, rod bearings, head gaskets, and many other engine parts.
Typical total mechanical advance timing at 4000 rpm for Ford Racing Performance Parts crate engines:
5.0L - 36° to 38° With factory EFI, 14 to 16 degrees initial.
FUEL DELIVERY CONSIDERATIONS
Size of fuel pump, size of fuel line, fuel pump placement, fuel filter placement, fuel filter size, injector size, fuel rail size,
fuel pressure, jet size, and baffling in the fuel tank.
Does the fuel system maintain full pressure at peak engine horsepower in high gear? Altitude, air temperature, and
fuel characteristics including quality, specific gravity, and octane rating, will affect your jetting requirements. Engine
efficiency and Brake Specific Fuel Consumption (BSFC) also have an effect. Here are some examples of a Holley
750 CFM 4V.
Jetting
Front
81
Jetting
Rear
86
Octane
Temp.
80 F
Elevation
Sea level
Sea level
Sea level
3000 ft.
94
Aviation 100LL
80 F
81
84
110 Race
80 F
78
83
94
94
94
94
80 F
76
81
80 F
6000 ft.
73
77
40 F
Sea level
Sea level
84
89
120 F
78
83
As you can see by these examples, jet requirements can vary a lot depending on fuel, altitude, and temperature.
Oxygenated fuels are available in some states and can dramatically affect your jetting requirements. Make sure you
get your jetting correct.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
Aviation fuel is lighter and will require richening an engine in relationship to its requirement with "pump gas." We
have found in the dyno testing of our crate engines that 1 point richer on air/fuel ratio equals only a few percent less
power. Running an engine as lean as possible produces the best power but also increases combustion
temperatures and the chances of engine damage.
COMMON PROBLEMS WITH FUEL DELIVERY SYSTEMS
Do not mount an EFI electric fuel pump so it has to draw fuel from the tank. This creates a negative pressure in the
fuel line allowing the fuel to boil at a lower temperature.
The pump must be mounted in the tank or in a location so that it is gravity fed.
If the fuel rail is too small and you have large injectors, this can create a pulse in the fuel rail allowing fuel starvation
on some cylinders.
Fuel should be pushed through the fuel filter. Pulling fuel through a filter can cause cavitation. If a filter is to be used
on the inlet of a rail-mounted fuel pump, a filter rating of 160 microns MINIMUM should be used.
It takes approximately ½ lb of gasoline to support 1 hp. This is commonly referred to as a .5 BSFC. You should
always err in the safe direction of larger when sizing your injectors and fuel pump.
COOLING SYSTEM CONSIDERATIONS/COMMON PROBLEMS
Higher horsepower requires more cooling capacity.
When the fill point of the cooling system is not the highest point, air pockets are created. The air pockets then
create hot spots, and the hot spots promote improper combustion, which can cause engine failure.
Improper pulley size makes the fan and water pump turn too slow or too fast. Production water pumps are normally
run at 20% over engine speed and do not perform well over 5000 engine rpm. Underdrive pulleys generally reduce
water pump speed to 85% of engine rpm and may not provide enough water flow to cool the engine.
The radiator must have enough area to dissipate the heat being generated by the engine.
If the fan size is too small, it will not move enough air across the radiator so it can properly dissipate the heat being
generated. Fan shrouds increase the effectiveness of the fan significantly.
Radiator location can affect airflow through the radiator at different vehicle speeds.
FLYWHEEL, CONVERTER, AND TRANSMISSION PROBLEMS
Installing the wrong flywheel for the balance factor of the engine will cause vibration and eventually damage
the engine.
Wrong length input shaft or "stack up height" can force the crank forward and damage the engine thrust bearing.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
Improperly installing the torque converter can force the crank forward damaging the engine thrust bearing. This is
most commonly caused from not locating the torque converter drain plug properly in the flexplate. If the torque
converter balloons, it can force the crank forward, damaging the engine thrust bearing and the transmission. Most
high-performance torque converters have anti-ballooning features. Damage to the thrust bearing can happen
in seconds!
MISCELLANEOUS PROBLEMS THAT CAN DAMAGE AN ENGINE
Nuts, bolts, washers, or foreign materials dropped down the intake. We have seen this more than once.
Reusing an intake off an engine that had broken parts in a cylinder. The parts can get bounced up into the intake
manifold, carburetor, or air cleaner (pieces of piston or piston rings, etc.). When you put your used intake on your
new engine and start it, the pieces are drawn in and damage your engine.
Bead blasting an EFI intake. You will NEVER get all the blasting media out. When the engine is started, it draws the
blasting media into the cylinders, destroying the engine.
Not properly torquing fasteners when installing new parts to your engine. Over-torquing of the intake manifold bolts
to cylinder head on 302 and 351W engines can cause head gasket sealing problems. Intake bolts must have 5/8” of
thread engagement.
Distributor gears installed at the incorrect height and gears made of the wrong material. We have seen this with
many remanufactured distributors as well as popular aftermarket manufacturers of distributor assemblies. Use cast
iron gears for cast iron flat tappet cams, and steel gears for steel hydraulic roller cams. The M-6007-XEFMS uses a
steel camshaft.
ENGINE OIL RECOMMENDATIONS
Hydraulic roller cam-equipped engines use 10W30 or 10W40.
OIL CAPACITY
M-6007-XEFMS, 5 quarts with M-6731-FL1A oil filter or equivalent.
PRIMING
Initial priming should be done before installing the engine into the vehicle. Transmission should not be installed. If
there are any oiling system problems, it is easier to fix them with the engine out of the car. The engine should be
primed once more after installation before starting the engine. This is very important if hooking up a remote filter
and/or oil cooler.
IMPORTANT: For engines equipped with flat tappet cams, if the engine has set for a long period of time, priming
alone may not provide enough lubrication. Removal of lifters and reapplying cam lube to the lobes and lifters
is necessary. For hydraulic roller cams use engine oil.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
DO NOT PRIME BY CRANKING ENGINE! Check oil level after priming engine and before starting.
STEP 1:
STEP 2:
STEP 3:
STEP 4:
STEP 5:
STEP 6:
Use appropriate priming tool or ¼" drive, ¼” deep-well socket with extension for 302.
Install mechanical oil pressure gauge.
Remove valve covers.
Rotate priming tool counterclockwise using an electric drill.
Observe oil pressure achieved on gauge.
Prime until oil comes up through the rocker arms. This may require rotation of the crankshaft to
obtain oil flow through all the rocker arms.
STEP 7:
STEP 8:
STEP 9:
Look for external oil leaks.
Reinstall valve covers.
After installing the engine into the vehicle and just before starting it, prime the engine again using
above procedure. Valve covers do not have to be removed on 2nd prime if not hooking up an oil
cooler or remote filter. Prime for 1 minute after reaching oil pressure. If you have added a remote
filter or oil cooler, remove the valve covers and verify oil flow to the rocker arms.
STEP 10:
Check oil level after priming engine and before starting.
DISTRIBUTOR GEAR INSTALLATION INSTRUCTIONS:
The M-6007-XEFMS comes with a billet steel hydraulic roller camshaft. M-12390-B or F steel distributor gear required.
The following information covers the installation of a new distributor gear onto an existing distributor. When replacing
the distributor gear, it is important that you choose the appropriate gear for your application. If you have questions
regarding your gear selection, please contact the Ford Racing Techline at 1-800-367-3788. Failure to use the correct
gear will lead to premature gear failure. Premature gear failure may also be attributed to improper meshing of the gear
teeth between the camshaft and distributor. For that reason, we recommend that you install a new distributor gear
when installing a new camshaft.
INSTALLATION INSTRUCTIONS:
STEP 1:
STEP 2:
Remove roll pin from distributor gear and shaft. Save pin for re-assembly.
Verify that the shaft endplay is .024" to .035". Modify collar if necessary. Some aftermarket distributors
may be constructed in a manner that does not allow you to achieve .024" to .035" of endplay. See
“Alternative method of verifying correct distributor gear installation” if your distributor does not have .024"
to .035" endplay.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
STEP 3:
STEP 4:
Press original distributor gear off shaft.
Mark location of original roll pinhole on the shaft by drawing a vertical line along the shaft that intersects
the hole. Measure from the centerline of the roll pinhole to a fixed point above it. Note that dimension.
STEP 5:
Press new distributor gear onto shaft.
NOTE: Replacement distributor gear does not have roll pinhole.
STEP 6:
STEP 7:
Pull distributor shaft out of distributor housing to eliminate endplay (see Fig. 1).
Check location of distributor gear on distributor shaft (see Fig. 1). If it is not in the correct location, use a
press to move the gear to the correct location.
STEP 8:
Using the vertical line on the distributor shaft and the noted dimension (see STEP 4), roughly plot where
the original roll pinhole is located. Drill a new .125" hole 90˚ from the original hole, above or below it,
through the gear and the shaft.
NOTE: It is important that the dimensions called out in Figure 1 are maintained while drilling.
STEP 9:
Insert roll pin and check dimensions (see Fig. 1).
WARNING:
If the distributor gear is installed incorrectly, it may be forced down against the support in the block or may
be held up away from the support in the block. Both conditions will cause damage to the block and or the
block and gears. When the gear is properly installed, the cut on the gears and the direction of rotation will
pull the distributor gear down against the support (distributor gear thrust face) in the block.
Fig. 1
ALTERNATIVE METHOD OF VERIFYING CORRECT DISTRIBUTOR GEAR INSTALLATION:
After STEP 7, install distributor assembly in the block you are using. Timing chain set and camshaft must be removed.
With the aluminum distributor housing fully seated against the block, verify that the distributor gear can be lifted off the
support in the block at least .005". Next pull the distributor gear down against the support in the block and hold it there.
Pull up on the aluminum distributor housing and verify that you can lift it up at least .005" while holding the gear against
the support in the block. This procedure will confirm that the gear is not being forced down against the support and not
being held up off the support in the block.
Continue with STEP 8.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
COMMON DISTRIBUTOR PROBLEMS
Distributors with very little or no shaft endplay. This has been found with new and remanufactured distributors. Improper
endplay may force the gear against the support in the block or hold it up off the support, causing damage.
Distributors that have a different material gear than advertised. It is important to run the correct distributor gear for the
camshaft that you are using. Consult the manufacturer of the camshaft you are using for gear recommendation.
Some heavy-duty oil pump drive shafts may not allow an EFI distributor to slide down far enough over the oil pump drive
shaft. EFI distributors have a longer shaft below the gear.
Running an HV oil pump with production bearing clearances can cause abnormally high oil pressure and possible
premature distributor gear wear.
Gears on camshafts with a very poor finish. This could cause premature distributor gear wear.
New and remanufactured distributors with the gear installed at the wrong height.
DISTRIBUTOR INSTALLATION:
STEP 1:
STEP 2:
STEP 3:
STEP 4:
To install the distributor correctly, the #1 piston must be at T.D.C. (top dead center), with the intake
and exhaust valves closed.
Before removing distributor cap, mark the #1 post location on the distributor or cap adapter.
Remove the distributor cap.
Rotate distributor shaft so the blade on the rotor is to the left of the mark, but as close to the mark
as possible. As the distributor gear engages the teeth on the camshaft, the rotor will turn clockwise.
Install the distributor into the engine block opening. It may be necessary to slightly rotate the
rotor/shaft assembly, until the drive gear "drops" into position. Sometimes rotation of the oil pump
driveshaft is required to allow the distributor to drop all the way.
STEP 5:
Verify rotor blade is pointing at the #1 mark on the distributor base.
NOTE: If rotor blade and magnetic pickup cannot be aligned by rotating the distributor in the
engine block, remove the distributor enough to disengage distributor drive gear from camshaft gear.
Rotate rotor enough to engage distributor gear on another camshaft gear tooth.
STEP 6:
STEP 7:
Repeat steps 3 and 4 if needed.
Install distributor hold-down clamp and bolt. Tighten bolt, but leave it loose enough to rotate
the distributor.
STEP 8:
Install distributor cap and wires.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
STEP 9:
Set timing. Tighten hold-down bolt.
COOLING SYSTEM
STEP 1:
STEP 2:
STEP 3:
STEP 4:
Fill cooling system (distilled/deionized water recommended).
The fill point of the cooling system must be the highest level of the cooling system.
Check for leaks.
After running engine and the cooling system is leak free, drain water and add appropriate amount
of water/coolant.
TRANSMISSION
Most small block engines come equipped with 157-tooth manual transmission flywheels. The billet steel flywheels
have multiple bolt patterns for different style pressure plates.
Sealer must be used on the small block flywheel to crankshaft bolts. Torque to 75-85 ft-lb. Over torquing will distort
rear main seal area and cause leakage.
A starter index plate is required between the block and transmission bell housing (all applications).
Be sure to install pressure plate alignment dowels if your pressure plate requires them.
For other transmission applications requiring different flywheels, see catalog or call the Techline for
other applications.
Verify that a pilot bearing is installed for all manual transmission applications. If using an automatic transmission,
be sure the pilot bearing is removed.
Verify proper bellhousing alignment on manual transmission applications. See bellhousing alignment.
Check crankshaft endplay of your engine before installing the transmission. After installing the transmission, check
crankshaft endplay. The number before and after installation should be the same. If endplay number is not the
same, this indicates that the components are incorrect, or improperly installed or damaged.
HOW TO CHECK BELLHOUSING ALIGNMENT:
The first step is to check bellhousing face runout. You are checking for parallelism of the back of the bellhousing to
the back of the block. Install the dial indicator (as shown in Fig. 2). Rotate the crankshaft and mark down the
reading. Be sure to push the crankshaft against the thrust bearing for an accurate reading. Maximum runout is .010.
Techline 1-800-367-3788
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IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
The next step is checking bellhousing bore runout. You are checking to see if the bellhousing bore centerline is
aligned with crankshaft centerline. Reposition the dial indicator in the bellhousing bore (as shown in Fig. 3). Rotate
the crankshaft and mark down the readings. Maximum out of concentricity is .015. If the bore runout is out of spec.,
install appropriate offset dowels.
Offset alignment dowels can be purchased from Lakewood.
.007 PN 15950
.014 PN 15960
.021 PN 15970
Fig. 2
Fig. 3
FLYWHEELS
The M-6007-XEFMS comes with a "0" balance 157-tooth billet steel flywheel. Your transmission application may
need a different flywheel than the one that came with your crate engine. See the flywheel page of the catalog or call
the Techline at 1-800-367-3788.
IGNITION SYSTEM
The M-6007-XEFMS does not include a distributor. The distributor you select must have a steel distributor gear to
be compatible with the hydraulic roller camshaft. Distributor gear M-12390-B for carbureted application or F for EFI
application recommended.
NOTE: See engine tips sheet for recommended ignition timing.
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
OIL PANS
The M-6007-XEFMS comes with a production 1991-1995 Mustang rear sump oil pan. The oil pan may need to be
changed to properly fit and function in your application.
VALVE COVERS
The M-6007-XEFMS comes with M-6000-K302R valve covers. Make sure the valve covers are correct for
your application.
INDUCTION
1. The M-6007-XEFMS does not include intake manifold. For carbureted applications, Performer
RPM recommended.
2. If you are using a different intake, verify that the intake gasket fits the ports on the cylinder head and intake
manifold correctly before installing the intake manifold.
3. M-9439-A50 intake gasket recommended.
FUEL DELIVERY
1. 302 engines 600 cfm carb
2. 24 lb. injectors up to 345 hp on 8-cylinder engine (naturally aspirated)
3. 30 lb. injectors up to 430 hp on 8-cylinder engine (naturally aspirated)
4. 31 lb. injectors up to 445 hp on 8-cylinder engine (naturally aspirated)
HEADERS
The horsepower numbers shown for the Ford Racing engines were obtained using long tube headers.
M-6007-XEFMS CRATE ENGINE FEATURES
•
•
•
•
•
•
E303 Camshaft - automatic or manual transmission
302 cubic inch
340 hp @ 5500 rpm
9.0:1 compression ratio (nominal)
Neutral balance rotating assembly
Forged steel Sportsman crankshaft
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
•
•
•
•
Forged pistons
Forged steel connecting rods
Hydraulic roller camshaft M-6250-E303, .498" lift intake and exhaust, duration at .050" is 220 degrees intake
and exhaust
•
•
•
•
•
•
•
Double roller timing chain set M-6268-A302
Rear sump pan fits most Fox body cars
Ford Racing aluminum GT-40 cylinder heads M-6049-X306 with 1.94" intake valves and 1.54" exhaust valves
Roller rocker arms M-6564-B351
New block, oil and water pumps, oil pan
Can be used in kit cars, street rods, Mustangs, Fox-bodied cars, and trucks
Depending on your application, a crank pulley spacer, or a different timing cover, water pump, performance oil
pan and pickup may be required. See installation notes.
CALL TECHLINE FOR MORE DETAILS
See engine installation and tuning tips.
Some or all of the following items may need to be changed from your original engine or modified for
proper installation:
•
This engine has a rear sump oil pan and pickup, timing cover and reverse rotation water pump and EFI
valve covers.
•
A different performance oil pan and pickup may be required for your application. Call the Techline at
1-800-367-3788 for more information.
•
•
•
The timing chain cover will work with most standard rotation water pumps.
A reverse rotation water pump is installed on the engine. Other applications may require different water pumps
and timing chain covers.
•
The valve covers M-6000-K302R should fit most 1986-1993 Mustang EFI applications, optional valve covers
(sold separately).
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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M-6007-XEFMS
340 HP Crate Engine
GUIDE
NO PART OF THIS DOCUMENT MAY BE REPRODUCED WITHOUT PRIOR AGREEMENT AND WRITTEN PERMISSION OF
FORD RACING PERFORMANCE PARTS.
•
•
The flywheel included M-6375-D302 should work for most 157-tooth manual transmission applications. For other
transmission applications, use the proper neutral balance flywheel.
•
•
•
Firing order 1-3-7-2-6-5-4-8 (5.0L HO and 351W order).
Built with current available parts. Photo and specs may vary.
Shipping weight approximately 425 lbs.
QUICK INFO
•
•
•
•
•
•
Intake bolt torque: 16 to 18 ft-lb in 3 steps
Oil: 5 qts 10W30 or 10W40
Timing: 14 to 16 degrees initial, 36 to 38 total with carburetion. 14 to 16 initial with factory EFI
Fuel delivery: 600 cfm carburetor, 30 lb injectors EFI
Distributor gear: steel
Crank pulley spacer: M-8510-D351 recommended for most 4-bolt pulley applications
Techline 1-800-367-3788
Factory Ford shop manuals are available from Helm Publications, 1-800-782-4356
IS-1850-0179
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