or... call up TPS motorsports and ask for one of their kevlar clutches. I have one .. damn that's easy driving.

 

Well, i would like to pick up a T-56 with a 26 spline input, to hold me over tell i get my twin turbo's, im thinking the stock trans in my 99 GT wont hold up to the torque of the 5.4.... the trans has 100,000 miles on it... so im kinda worried about building it up, and saving for the trans/TT kit, and it crashing on me before i ever start saving... a guy just put a whole T-56 swap up with a 2 clutches and flywheel's for 2 grand... so i might pick that up if i can get him to drop 200, that would pay for the shipping... and its got a 26 spline so im wondering how much that will handle... probably not enough for the twin turbo kit... but i could always resell the trans for almost what im going to pay for it...

 

Well i bought that T-56 with 7300 miles, and 2200 miles on the 26 spline input shaft.
and it came with 2 flywheels, and 2 clutches (a spec stage 3, and a centeforce DFX)

only paid 1800 for it... not a bad deal i dont think...

 

better than me ... i paid 3.5k for a new t45 -> t56 kit clutch (good to 550ftlb) shifter and ****... i would have gone used if i could have found akit like that... I too wanna have a future for twin turbo... way to go shakin

 

since i already have the turbos i'm gonna get her running with the t-45 and spec stage 1 clutch. spec told me it was good to 500rwhp/500rwtq so i'll get a coupe of passes on it before it goes south. by then i should have a t56 with spec stage3 twin puck.....

 

nice to see we got a couple turbo go'ers.....
I just bought a Sullivan intake to go ontop of my Navi heads... Think im going to send my heads to MMR to get Ported/Polished... Still deciding on this got a couple months to think about it so thats good

Cams seem to be the only thing i really have no idea on... I was thinking MMR Stage 3's....

 

TEA would be my choice of porters. They're expensive but they're yanking up to 240cfm from 2v heads. I'd bet that 4v heads could see 325cfm or better.

 

hey shakin, i'm thinking about getting that 2k kit from sullivan that has the intake, fuel rails, coils, and adding injectors and that air plenum to it... did you do that? does anybody have any thoughts on that? Does anyone else like that thing besides me? is there abetter way to go?

 

Ya MMR is at 325 to i believe. Foxlake is at 325.

 

Ya thats the route im going
Cept i bought used 30# injectors, tell i get the turbo's then im going to get 60 pound dump trucks....
Wasnt going to pay for new injectors i was only going to use for 3000 miles... so just got a godo set of low mileage ones for 100$

 

i picked up some 60's since thats the biggest you can go without a injector driver and more electronics.

 

so here is were im at on my build.....
5.4 DOHC bored .020 over
-18CC dished manley forged pistons,
Forged Manley H-Beams,
Forged lightning crank,
Melling High Volume billet geared oil pump
DSS main support

04 Navi Heads,
Port/Polish stage 3 ( going probably with MMR)
MMR Swil polished valves
Springs (likely going to be the Comp Cams)
Cams (MMR stage 3 turbo cams/or Modular Performance??)
30# injectors

Sullivan intake w/ Water cross over (im relocating my alternator)
Sullivan plenum
BBK 65mm Twin bore T/B

T-56 with a 26 spline,
Billet Aluminum flyhweel,
spec stage 3 clutch

UPR front suspension kit.

Future plans:
HP Twin turbo kit,

A few otheres have a build similar to mine, i would like to sell the -18cc pistons and go flat top though...

 

DOG GONE!!!

Looks like a wicked build!

 

More flow is not always better.

 

Do you know the spec's of their cams? Most stg 3s will want to make peak power well above the rpm's you'l be willing to spin a 5.4. Also, if the LCs aren't right the motor will be a pig unitl it reaches 5-6k.

 

I sent you my specs on my motor build and all on corral asking for help on a cam selection/cam advice lol

i have no plans on spinning this above 6200 RPM at the most...

 

Thank you,

Alot of this is do to R3D getting me involved in the 5.4... i was just going to rebuild my 4.6 .... then he got me talked into a 5.4 then it was just a 2 valve... and hten i wanted 750 HP... and then i just decided would be way easier to do a 4 valve as the 5.4 4 valve parts are all over the place... and i can reach my goal really easy this way... and not to expensive ... or so i thought... by the time the motor is built without the turbo kit i will have about 17,000$ in the motor and trans..

i bought the car for 3500 lol... it was a steal... literaly... i drove the car to my house the same night... had a bad bearing on the rear diff. cost me 10$ for the bearing did the work myself... so i will only have about 26000 in the car when im completly done iwth it....

 

The Sullivan is the wrong intake for your combination if you plan to spin it no higher than 6200rpm. I've seen it numerous times where people have used Sullivans on low rpm motors and not been happy with the outcome; the pre-boost power will suffer greatly. I highly recommend a ported stock intake w/adapters as it will provide a lot more average power and the result will be a much quicker car. You can easily make 750rwhp with stock 96-98 cams and a ported 99/01 or Mach intake.

As for the cams, the Sullivan will require no more than 210-215 degrees duration, any more and your peak power will be above your 6200 redline. However, with the short duration the overlap will be too little to work effectively in the lower rpms to get the cylinder filled. So, to get the right amount of overlap you will need a tight LSA with a lot of duration, but that will place your peak power rpm well above 6200. So...

 

Hmm.... thats gay... i already have the sullivan...

wished the cobra R and Boss 290 intakes werent so expensive... and the sullivan intake has a water crossover built in...

How much am i going to suffer with the sullivan intake?

PS trying to gat flat top pistons...

 

http://www.musclemustangfastfords.co.../photo_07.html
on the sullivan,

here is the whole article...
http://www.musclemustangfastfords.co...navigator.html

grant it though we dont know the combination of the build... im trying to find the article they said that was the same motor they produced 1002HP on... in he previous month.... so im trying to find out there build...

 

im just worried about my build falling apart if i spin it above 6200 RPM lol nothing i have against going above that... i just dont want to see my **** go Kaboom! lol

 

http://www.musclemustangfastfords.co...o_results.html

My build is very close to there build on the low compression...
only difference is im going to use teh sullivan plenum into a twin bore 65mm,

I wished i new there CAM specs though so i could try and make my peak HP around 6500 RPM... i could spin to 6500 i guess

If those darn Jesel roller rockers werent so expensive... man.....

 

That test motor ran 225 degree intake cams and meade peak at 7100rpm. As for the Jesel followers, they aren't needed nor do they provide any bang for the buck. These cams were used in the intake test also.

Your power will suffer greatly below 6k if you run the Sullivan and cam it for a 6200 shift point. Forged parts will allow 7500rpm very easily and make the Sullivan much more with the money.

 

I was just worried about valve train float....
how would i prevent that??? at that RPM??
Solid lifters?

 

You've never owned a 4v motor have you? A stock 4v motor's valvetrain (with good springs)can safely go to 8k and higher. I've had my 4.6 that high as have many others. Hell, even the 2v motors can handle 8k with stock followers and lash adjusters.

 

im 2 valve going 4v lol... so no
.... and i didnt know it would safely handle 8k... i thought fear of valve float started at like 6500- 7k ... and thats why i didnt want to rev high lol... **** if stock it goes to 8k safely... then i have no problem with going to 7500...

 

Yup.....the problem comes from so many people that think airflow is "different" when you have a blower or turbo and all of a sudden you can run a short runner intake. Not true. The engine is already "boosted" when n/a by atmospheric pressure....the piston moving down creates a low pressure area and the higher atmospheric pressure rushes in to equalize it. High pressure fills low. Putting a compressor out front simply raises the pressure differential, doesn't make it flow any different. Intakes need to match runner length to intended rpm level, regardless of boost.....

 

This thread is veering off topic lately.

Are there any updates on the 5.4 SOHC intake?

 

I thought this thread was for 5.4 swaps... and yes most of this is geared towards 2V's as well R3D is doing the research and development for it... I didnt know it was restricted to 2V's though....

 

JACK POT!!!

For those of you wanting forced induction, i think I've stumbled across something amazing for the 5.4l crowd. (and other 4.6l guys too).

I'm sure some of you have heard of TorkTech (TTI) and their new 2valve eaton kits. If you haven't, here is a brief review.

TTI makes a Magnuson/Eaton M112 blower kit for GT's. The kit is making a storm on must modular mustang sites.

Heres the good part. They also make a "supercharger-less" kit, that allows you to use and 03-04 cobra blower on their lower manifold. So basically, you can run ANY cobra blower on your 2 or 3 valve if you so chose.

Heres the better part, they designed the lower manifold to also be "modular". It is a 3 piece design that has a lower plenum, removable side runers for either 2v or 3v heads, and optional spacer plates to fit 5.4l engines.

Check out the design:



As you can see, it does not require restrictive adapter plates to make a 4.6l manifold to a 5.4l. The spacers go between the runners and the plenum where they pose no restrictions.

Here is a link to their site, you can find prices and more pictures and ect their.

http://shop.torktech.com/index.aspx

this may very well be the most adaptable solution to kit the market. it is pretty much what ever you want it to become and is very upgradable.

The gen1 kit isn't the modular kit and only has the maggy m112 option, shown here.



the first round of customers are very pleased and the kits are making awesome power numbers.

The gen2 modular kits should be out any time now and will work with any blower or modular engine you wish to put it on.

So, with this kit hitting the market the possibilies may just well be endless.

It has my attention and it is exactly what i've been wishing for.

Want a 5.4l 3v with a whipple 3.4l blower? you can have it. or just about any other combination of engine/blower set-up. They even have an upper manifold for Centri/turbo guys in the works.

HPS, thanks for all the hard work you are putting into getting the 5.4l crowd options and the parts they need. I am sorry to say it, but i hope you do well with the 5.4l intake. I don't think i'll be buying it though.