CW/CCW will determine the orientation and mounting position of the head unit. You need CCW for a 96-04 so it'll mount near the MAF sensor wire. Straight vs. curved is only important for where you mount it and whether or not you use an intercooler and where that goes. Straight tubes are normally just plumbed into a pipe to the TB. curved help change the direction toward the inter/after-cooler in less space. T trim is going to be a semi-custom package. I'd get a tuner kit and supply your own fuel system upgrades and tuning.

Blitz, what are you getting for those pipes again? Can you trim them out to mid-length instead of full length? Thinking about 8-12" on the rearmost tubes.

 

I'm sure with a few hours of research we could have a mid-length setup fabbed up, and then after that it'd only take a fraction of that time to make extra sets. Let me see if we can do something with it this weekend.

 

yes it does require modification. the passenger side 5.4 3v manifold works fine, but the drivers' side won't even be close.

there are a few options, and they all require purchasing a driver's side 05+ mustang manifold.

1. buy a tubular k-member and offset it 1" to the passenger side. hammer the firewall to clear the flange so a pipe will install.

2.set the motor in a little cocked, and hammer the firewall for the flange to clear.

3. do what i did. cut the 5.4 manifold flange off about 4-5" from the end of the collector seal. cut a 4.6 3v manifold in the same place. tack the 5.4 3v collector to the 4.6 3v and check fitment. it needs to angle back a little and angle towards the engine a little. cast iron stick weld it while keeping the manifold >300 degrees. i used my propane grill on HIGH. do about 1" and peen it before it solidifies. do 1 root and 2 additional passes. after each 1" weld peen and place back in the oven to reheat.

when finished with all 3 passes, place in oven and SLOWLY bring heat down. final step is to keep in oven until totally cool.

you will find that if you match the pieces correctly there is an excellent inside match and no restrictions. and no leaks from header gasket.

no pounding no nothing.

BTW i used DCEP reverse polarity on the welder. i added a 150 amp diode to the welder to make it AC/DC.

 

hmmm that sounds like there is some car mutalation in there. i think i'm going to stear clear

 

has anyone else got any pics of their projects? i've only seen a couple pics along the way.

 

pics of my motor hopefully today. truck dropping it off at my installers right now.

 

are u getting that intake off corral? if not i'm gonna jump on it.

 

me no... I'm using my hardball'r at least for the time being.

 

shiiiit almost lost a 2410 post thread... that would have sucked.

Teaser:

 

Get that bad boy put in.

 

the problem right now is finding somewhere semi-local that can do it at a decent price. People wanting 100 bucks an hour and quoting off like 40 hours. I'm not paying 4k for a motor install. I'm going to talk to my neighbor again and see what he can do.

 

i thought all that was good in this world had left me........

almost gave up the 5.4 with nobody to talk to here.....

 

r3d, bring it over to my house, i'll have it in around an hour or so......

 

kinda a long drive I think... or I totally would

 

Damn 40 hours just to drop a motor in. Thats crazy. I've noticed a lot of places local to us probably don't know what they are doing so they quote such high damn prices.

 

you guys want pics from a project, well here are some.

i KNOW this will get you guys hearts pumping. it isn't a 5.4l swap, but is a big mod motor going in one hell of a ride.



















hahaa, sorry for the teaser pause. I"m posting this on behalf a friend, so i'll be as true to the info as i can. this is the car, well, what it used to be. sorry for the bad pic quality and size.



i say what it once was, because it has very little left of what you see. the car has been modified to the extent that it is no longer the stang you see, but a custom built car, with that cars shell wrapped around it. it is now a body on frame car, that will be one hell of a retro/modern street ripper.

here are a couple more pics.

the early stages or deconstruction



the outer shell, no longer a unibody, braced awaiting the custom frame.



speaks for it self



trial fitting of frame



the new frame, and major part of the build



starting to become one again



frame in shell



trial fitting of the tires for soon to come suspension and ride hight set-up



more trial fitting



yet more trial fitting



upskirt shot



close to how the car will sit.





and here it is fellas. the sole reason this car relates to this thread.



wait for it


wait for it

still wiating

ok, here it is.



the engine will eventually become a twin turbo 6.8l v10. <--- that is the only actual engine specing that has been done to date.

he sias he'll cross the road of setting up the engine once the chassis and suspension is set-up. once it becomes a roller, its engine time.

heres where it gets good. like i said, i am posting on his behalf. he is very tied up with work, and gave me the get go to talk and ask questions for him. Here is everyone chane to give input into what this engine will eventually become. the heads, rotating assymbly, and essentually everything about it is up for grabs at this point as far as the final product. it WILL be a twin turbo v10, that is all that is set in stone.

Any advise? suggestions? contacts to the people who need to be takled too. i've told him to contact as many turbo builders as possible, even talk with shops like MMR and VT. the engine is still a bit away as far as getting started working on, but gathering as much info as possible is key. everything is open at this point. 2v, 3v, almost anything. The only thing that we've discussed at length was the intake situation. He, and i agree to an extent, thinks that a dual "log" type intake much like the gen i and gen II vipers (not exactly, and the final design i'm 99.9% sure will be designed by a seasoned pro.) use along with dual throttle bodies. I believe that it is more than possible with 2v heads, but not so sure about on 3v. The info brought up in this thread about 3v heads have tornished my hope that 3v heads will be used.

Again, all that is had of the engine is the block. if you haven't figured out, it doesn't exactly 'have' to be a TT 6.8l v10, but it will. for that reason alone. and it will be made to work. some way, some how. This car is more than the typical mustang build, nothing about it is supposed to be the normal.

SPEAK UP

you are a great bunch of guys, i've enjoyed reading this thread and talking with you all. i hope you like, no LOVE, this car.

any and all feed back is welcome. he and I thank you in advance.

 

speed freaks in tracy quoted the labor at 2K to start.

 

for the v10... if you can find 3v heads, then I'd definitely go that route. Bore the block over .020 and have the heads worked with the new bore diameter in mind. The twin log intake is a proven turbo design. Banks uses it to great effect on their Big Hoss duramax intakes. Make sure there's enough volume and get the cams custom ground for the turbo application . At 6500 rpm that thing will sing. If you're going big boost then get some of the ultimate HG's (super soft copper with SS wire sealing rings). Make sure it's balanced and well blueprinted.

 

thanks, so i take it you like?

i don't know who he entends to have build his intake, but you think Hogan would be able to knock out a 3v intake for this thing? i know, just ask him. but the strange layout of the 3v heads won't make it very heard and super costly to do so?

 

Redneck, engine is looking awsome. Get that **** in already. its going to be a beast

 

Hogan should be able to do really great things for the intake. A good size balance tube between the logs (I'd use 1 fore, 1 midships and 1 aft for a total of 3) will help keep surging from becoming a problem with forced induction through such a long common plenum.

Making the intake itself will be simple. You just make a base plate on the heads to mount everything then start TIGing on runners and coolant crossovers. With the pretty smooth shape of the 3v intake ports making nice flowing runners should be cake.

 

simple awesome...... i thought about a v10 when my 5.4 puked. but i didn't have the funds for the custom work need to put it in my gt...

 

i have a 96GT would the swap be as easy for the SN95's?

 

a v10 swap? no... that's difficult no matter how you slice it. It's a lot of custom work. Figure 20K in the power train.

a 5.4 to a 96.. it's just as easy but hood clearance on pre-99 models will be an issue. you'll need a small cowl.

Putting a modular motor in a 94-95 is an extensive process. Wiring harnesses change, k-member changes, front suspension, etc... PITA.

 

MM&FF just p*ssed me off.

in the "under pressure" colomn, they talk about intake situations for the many different powertrain layouts people are running in their engines.

the thing that kind of has me ticked, is that they say how a major part of the test will be on the 5.4l engine swap guys. They state, that even though it is a very small minority of enthusiats doing the swap they are still dedicated to bringing information and posibilites to even the fewest of mustang owners.

sounds great right? just what we are looking far, wide spread coverage. nope, the 5.4l part of the testing will be 100% DOHC 4v engines. Because you know, even though we 2v guys are only a small minority, they still strive to bring us information on the posibilities that are out there to help solve our intake problems. B.S.

oh, and they even care enough to have a custom sheet metal DOHC 5.4l intake to test along side intakes such as the sullivan, boss 290, and the stock navi intake.

i'm glad they are at least doing the testing, but come on. the irony in their claim is saddening.

 

on a more possitive note, do you happen to know the strength of the 6.8l v10 crank Red?

i've heard it is not a very strong piece.

 

really? there is going to be a lot of custom work to get the v10 to work? kind of hoping this project wouldn't need any fabrication.

 

I can't speak to the strength of the v10 crank. If it's anything like any of the other modular motors then it'll hold gobs of power in stock form. An aftermarket forged crank is surely a good idea for a performance application.

There's no simple custom motor. It's to your benefit that Ford was nice and made parts interchangeable but the intake and exhaust are all totally custom. That's a lot of work. Most of the rest will be simple enough with off the shelf performance parts.

 

It's an interesting idea but for my limited budget I'm stuck increasing displacement through forced induction.

 

sorry, sarcasim is really hard to get across on the internet. i was joking by saying we were hoping to not do any fabrication. i just guessed by looking ath the pictures you would pick up on the joke. the project has been nothing but custom fabrication. the engine will be no different.