Will the FelPro 1133 MLS head gasket work on a stock 5.0 out of a 86 Mustang with Stock heads. Some places say yes, other no.

Hi guys,

I run a vacupan system, whereby both VC and that rear PCV port is plumbed into a catch can and then out to the exhaust. I have removed the PCV check valve, and just have an open T-fitting pushed into that rubber grommet. Both VC are baffled, but one (RHS) is at the rear of the VC.

I think the vacupan is sucking a heap of oil. I used a qt in one race meet.


What I think is happening is, under hard acceleration while racing, oil is being pushed at the rear of the lifter valley, and being sucked up through the now permanently open PCV port. I didn't have one of those little  mesh filters that go in there, but have now, but haven't tested it yet.

Is my theory right? Can a lot of oil be pushed back there under hard acceleration? I have the TFS Box-R and I know they have a baffle there, but it may not be enough.

Any thoughts?

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For some reason the pictures will only attach 1 at a time. So here goes

-Dart block with Billet Main Caps
-Cleveland Mains
-Lifter bushed to .875"
-Callie's dragonslayer crankshaft internally balanced w/ heavy metal w/ 2.100 SBC Rod Journals
-Callie's H-beam connecting rods with ARP 2000 series bolts
-Custom Wiseco pistons
-Total Seal stainless rings
-Clevite H- Series bearings mains / rods
-Tool steel .927" .250" wall wrist pins
-Canfield cylinder heads that have been completely ported ( flow #’s to be discussed with a cash buyer)
-sleeved pushrod holes
-copper beryllium exhaust seats, powdered metal intake seats.
-Jesel pro series  1.7 shaft rocker arms
-Comp cams high tech series 3/8" x .135" wall pushrods
-Pac triple valve springs
-Manley titanium retainers
-Manley machined keepers
-Manley stainless severe duty valves 2.100 / 1.600
-Comp cams custom billet core nitrous camshaft
-Coated cam bearings
-Crower severe duty lifters with pressure fed pins
-Edelbrock Glidden manifold fully ported
-Custom 1050 Holley dominator with billet metering blocks and tumble polished body with external progressive linkage.
-Billet shear plate
-Moroso  billet remote water cross over with fragola o-ring fittings.
-MSD crank trigger distributor with bronze gear
-MSD crank trigger assembly
-ATI steel hub Harmonic Dampner
-Comp Cams billet timing set
-Moroso fabricated steel pan
-Williams Engineering billet rail fabricated valve covers
-Melling HV oil pump
-ARP oil pump shaft
-ARP hardware throughout the entire engine... intake, head studs, oil pan, etc.
-Felpro MLS head gaskets
-JW SFI flex-plate for GM Trans
-Stainless 90* hard plumbed Fogger good for a .042+ jet.
The engine made 775 HP N/A on 112
Octane race gas.

I built this engine with intentions of big nitrous. All of the parts are overkill and ready to get hit hard. HOWEVER, I also built it to be able to see some street use, so the compression is low enough to pump gas on the street. The camshaft is  aggressive but ground on soft enough lobes where it could be driven without tearing up lifters and rockers. I have 12 engine dyno pulls, and 6 drag strip passes on the engine since BRAND NEW. It has been FAST in a 3300lb street foxbody on baby pills. I have a piston build sheet, camshaft card,and engine build sheet readily available. I will also offer a COAN Engineering billet stator torque converter for a TH/400 Trans matched to this engine for an additional 500 dollars. There will also be a a set of Kooks 2.00” primary 3.5” collector headers for sale that will be an option with the engine, they are for a fox body Mustang. If you come and buy the complete carb to pan, crank trigger to flex plate engine  ( At full price) I will include the headers and torque converter for an extra $750.
Engine $12,000 FIRM
Converter $500
Headers $500
Entire Engine Package $ 12,750
I will not sell the other items until the engine is sold! This is a no bullshit clean engine build with all quality components,
No Eagle Chinese garbage here.
Do not tell me you can have it built for cheaper, or your “buddy” did “this”, it’s not true. If you can’t afford it or don’t like the price then move on. If you are interested and have the funds to talk then call me.
-John
773-910-3245

Combustion leak detector did not indicate a combustion leak, got it as hot as I could. No signs of burning coolant on any plugs. Re-torqued the head studs. Ill have to get it out to the track again to see how it does.

I will post up what happens, maybe it will help someone out in the future.