u can add me to the list. i just hope they wont be a grand for em....kinda out of my price range.

yea i figured thet the mach logs would not work cause of the fact that they came from a 4 valve. have a friend of mine that clamed that they would but i figured id come on here and double check.

im sure its been asked but could i just use the 5.4 logs for now?

 

i bet it will be worth it. the closer we can get one of these 5.4's to 400rwhp the better.

 

grab a used set of 4.6 2v logs. I'm not sure if 5.4 logs are the same... they're the same basic design but may be a different angle on the dangle. One of the others may have done that.. or check the Dan Simons article (lmk if you need a copy)

 

oh my future plans call for way more than 400 hp. still i would love to see one of u guys make it there all moter. then u can find someone with a supercharged mustang gt and they will be wondering what just happened.

i would pay to see their face

 

just wait then....... i'll be very close to it if not right on it.....

 

FYI on injector sizing...

I was having a lot of issues tuning with the 24# injectors and running real rich, so for the heck of it I tried out the 19# ones to see how they would fare. Tracking the AFR with a WB O2 sensor, I was able to maintain 12.4:1 all the way up to 5800 RPM. This was running the stock OL fuel table. I was actually able to lean it some for >80% load to gain some power. I am now running a consistant 12.7:1 AFR all the way up to redline, and the car feels awesome! I am headed to the dyno this weekend to see what kind of numbers she puts down. I will let you guys know...

 

if you have a stock tune, will 24# injectors put more fuel out?

 

I modified the stock tune to accomodate the larger injectors and was still having issues. Even the guy that was helping me with the values (OEM calibrator) was confused as to why I was running so rich with those injectors and the revised values. Either way, there was no real reason to use anything bigger than the 19# injectors for the combination I have.

 

yes, until your long term fuel adjusts to the new injectors. Then you could get idle problems because of poor fuel control at low pulsewidths

 

a proper adjustment to the injector slope tables will make life worth living and help prevent you from fuel washing the cylinder walls. SCT's value files for most common injector sizes up to 60lbs/hr are easily found online.

 

IT"S RUNNING!!!!!!!! lol, another 5.4GT on the road....I started it today without turbo installed, oil preasure good, no oil leaks, no water leaks, and it sounds pretty mean with the Comp cams, I just have to make a new tune for the 5.4 so it will run good and drive it to the tire shop for a front end alignment. Once that is done I will finish installing turbo, innercooler piping and exhaust. I got say it sounds pretty good with open exhaust.

 

w000t! congrats.

To make it idle nice and drive right, I found that adding 8% fuel to the MAF counts from 0-500 smoothed the idle and eased startup. After that updating the displacement value, and putting all the adaptive tables to 4 across the board was all that was needed from a basic performance tune for a 4.6. It's not optimum by any means but it's easy to get it running. If you need a SCT tune file I have one I can send you that should work out of the box.

 

I'm using Sniper Tuning software. I don't think I can bring that tune into it...maybe its possible but I'm not sure, the other info will be good though when I make a new program I will see how they compare. Thanks for the info.

 

i decided that instead of holding off untill i get the motor built im gonna go ahead and put my vt stage 3 blower cams in the stock internal 5.4. in your opinion which are the best valve springs to go with. comp crower or crane?

 

SWEEEEEET!

You can't hear it, but I'm playing some victory music for ya!

 

springs... I used the comp springs. Any of the brands in your list should be good. Just make sure you get the ones that match your cam lift.

INTAKE UPDATE:

Spoke with Bob yesterday. They've been lagged out a bit by the foundry and are still waiting for some to clear casting so they can finish machining. It's moving right along though and he seemed optimistic.

 

Just an FYI, I'm using 42lb injectors for my turbo setup, I haven't installed the turbo yet and I have had no problem tuning it NA with these injectors installed.

 

LOL! thanks bud, I'm hearing an old Rob SOmbe tune...

 

Alright... Just got back from the dyno.
Here is the complete combo:
1997 5.4 Block - Rebuilt
PI Heads - Stock
Comp XE270AH Cams
Adjustable cam gears - cams installed straight-up
Intake spacers
Stock PI intake manifold
Stock upper intake elbow
Stock TB
Stock Exhaust Manifolds
X pipe w/ cats
Magnaflow mufflers



Pulled 260 rwhp & 327 rwtq

I now think the stock intake elbow and TB as well as exhaust are my biggest restirction

 

that looks familiar... ehheheh. Nice curves. Definitely would benefit from a C&L plenum and a 75mm TB. A good CAI is helpful too.

From the looks of things my intake setup, ported heads and compression got me 20hp and 6tq over that, untuned. Longtubes and the new intake are really going to make things interesting. How's your tune? Is it all tuned now or was that just a check run?

 

what would a cai/intake/long tubes do to that setup?

 

That is pretty much dialed in and tuned. I still have some work to do with some warm-start issues, but I am almost there. From the looks of the curves, I probably could have retarded the cams a couple degrees to shift the curve up a little. And that would probably yielded some more hp because the tq would have been shifted. A TB and intake elbow are definately in the plans for the future as I think that is choking down the flow. Overall, I am happy with how it feels on the street... now the test will be to see how it does on the track.

 

Awsome!

Great to hear that you got the "Frankenstang" going!

Nice #'s by the way!

 

You state a 1997 block "rebuilt".
My question is, did you use flat top pistons like the stock ones of that year or dished?
You may have stated this somewhere along the line of post, just didn't notice.

 

The pistions are the stock '97, which have the smaller dish (11cc I believe) than the PI setup (17cc). After doing some calculations, the PI heads on a NPI block, it brings the CR to 9.8:1
Its not quite as a jump as the people that do the PI swap on the 4.6 but it at least was better than if I used a PI 5.4 (9.0:1). My "rebuilt" comment was just referring to tearing down the block, degreasing it, painting it, then using fresh bearings and piston rings.

 

Just picked up 5.4 3V does anyone know where i could get some headowrk done? and do i just use the stock 5.4 heads and get them done? shooting to be the 1st N/A 400RWHP 5.4 on the board gonna giver one hell of a shot going with a stand alone and stage 2 VT cams bee hive springs +1mm valves pullies electric water pump and new fans long tubes exhaust and what not....any ideas on intake manifold and LT headers i should use as well and any other ideas anyonje has i am open to any input

 

dude your 5.4 3v is cool.

you dont need special stuff for those heads. 250 -305 cfm depends on the budget.

just 3 angle, port cleanup and chamber deshroud is enough. the stock heads are good to 390rwhp. in all out race setup.

your biggest problem is the 4700 rpm intake. it dies after that no matter what you do.

i made 250rwhp/340rwtq stock untuned. i am in the 270-280rwhp 320 - 340 rwtq now.

 

all it takes for 400rwhp is a modded aussie 5.4 3v intake. 11.7:1 CR , stock manifolds, x pipe, 100mm MAF/filter, 90+mm throttle body, stage 2 CC's, forged lower end. windage tray, electric water pump.


read the first one to do it. 11.4 @ 119mph all motor. 5.4 3v. stock heads.

http://forums.corral.net/forums/showthread.php?t=556770

 

the factory exhaust manifolds are all you need. they are tuned headers. use a 4.6 3v for the driver's side. 4.6 oil pan//pick up. use your pcm

use mustang gt oil pump. forget VCT it isnt worth the trouble.

 

springs are specific to 3v.