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Topic: 5.0 aluminium head reliability (Read 811 times) previous topic - next topic

5.0 aluminium head reliability

So to all of you who are running aluminium headed 5.0s how is the reliability of the engine? I should be rebuilding my engine in the spring and I'm deciding what heads to go with. I like a lot of the aluminium heads, especially the Twisted Wedge heads but I'm concerned about head gasket failures. I'd like to be able to build the engine and have it go at least 100,000 miles, or in otherwords be dead reliable. I've been leaning towards iron heads (like a World Windsor Jr.) for reliability's sake because I'm concerned about head gasket failure ah la 3.8 V6. I haven't heard of aluminium headed 5.0s blowing head gaskets much but I just wanted to make sure it's not a problem.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

5.0 aluminium head reliability

Reply #1 –
While the aluminum head/iron block thing may contribute to the 3.8's problems, I don't think it's the actual root of the problem. I say this because there are many, many other aluminum head/iron block engines out there with no such problems (about a billion puppiesanese engines, f'rinstance). I think the root of the 3.8's problem was poor design - the water passages too close to the combustion chamber, only four bolts around each cylinder, etc. Supposedly the newer engines have a new design gasket that isn't as pr0ne to failure, but I found this thought amusing as I changed the HG's in my brother's E150 4.2 engine...

As for the 5.0/alloy head reliability, I haven't heard of many people having problems - usually when they do it's from power adders. Aftermarket heads seem to have thick bases, providing good clamping power for the 5.0's four bolts per cylinder (same number as 3.8, so how much this contributes I dunno...). I fully intend to do my own "field trials" when I do my own engine (I mean I hope to see how reliable they are, not that I'll be using any power adders...)
2015 Mustang GT Premium - 5.0, 6-speed, Guard Green - too much awesome for one car

1988 5.0 Thunderbird :birdsmily: SOLD SEPT 11 2010: TC front clip/hood ♣ Body & paint completed Oct 2007 ♣ 3.55 TC rear end and front brakes ♣ TC interior ♣ CHE rear control arms (adjustable lowers) ♣ 2001 Bullitt springs ♣ Energy suspension poly busings ♣ Kenne Brown subframe connectors ♣ CWE engine mounts ♣ Thundercat sequential turn signals ♣ Explorer overhead console (temp/compass display) ♣ 2.25" off-road dual exhaust ♣ T-5 transmission swap completed Jan 2009 ♣

5.0 aluminium head reliability

Reply #2 –
mine has been fine for a few years now on my 347ci...but for extra peace of mind get them with o-ring grooves.


1987 cougar XR7 347 stroker FRP BOSS block 328rwhp 10.89 1/4mile @126mph ..so far..

2005 F150 5.4 vortec supercharged @15psi water methenol injected 450rwhp 14.0@98mph on 22's

5.0 aluminium head reliability

Reply #3 –
With a 5.0, I would think the only reason to consider iron heads would be the fact that they're so much cheaper...otherwise, go aluminum.

Garrett H.
'94 F250 XLT- 4x4, 5 speed, 7.3 IDI Turbo Diesel, 4" intake, 4" exhaust, 5" turnout stacks, manual hubs, etc.
'87 Thunderbird Turbo Coupe
Engine, wheels, tires, etc!
Exhaust sound clip
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5.0 aluminium head reliability

Reply #4 –
yeah, look at even the 4.6 and 5.4, every single one has aluminum heads.  sure at my dealer ive seen my share of warped heads, but that was a design flaw on some 32v motors.  other than that, look how many millions there are and how few probs there are with those motors, and the 5.0 is just as good or better than the 4.6 in reliability/longevity.