It's been done, V-10 in a Crown Vic: http://www.hotrod.com/featuredvehicl...ria/index.html

 

Ford's SVT team made that v10 mustang as a test mule... they made it from a couple 4.6 blocks and some cobra R heads. it was a cut and weld job... not for the faint of wallet. They had full access to all of Ford's resources. A normal 6.8 is a 5.4 block with a pair of extra holes. And yeah.. there's a lot of even more significant issues. Suffice it to say that it's a non-option for most people.

 

there was a vert 99 gt that some guy put to a powerglide 2sp. he had to cut the firewall to make it fit.

 

That's sweet . Sounds like the swap itself wasn't too bad, with the exception of the trans tunnel modification. I wonder if a beefed up stock tranny could bolt up and hold the power.. The real PITA there sounded like the electronics (which comes as no surprise.) Probably be easier to run that with a carb setup, but there's no way in hell it would pass emissions.

 

i know the 5.4 4v doesnt clear the hood. is that a problem for the 3v also? i have had trouble finding information cause threads usually have 5.4 2v or 4v info

 

well im on page 100 an my GF is kinda annoyed cause i've been reading for a while an ignoring her for the most part LOL o' well.

is there any news on 3v intake options? (i found a totaled 05 f150 w/ like 9k miles an 800 for a complete motor)

 

and by the way its 1:19am here im a night owl

edit: 3:21 still readin

 

Unless I am mistaken, the 3v heads have the exact same dimensions as the 2v heads. The reason the 4v heads are larger is the fact that they have an extra cam.

 

they have similar dimensions yes... the 3v intake will be a modification of the 2v intake with outlets for the new heads. Other than that initial plans are to use the existing design as it sits since it's a pretty good design to start with.

clearing a stock hood with a 4v will be difficult, the 2v is no problem at all with the HPS intake. The 3v will be similarly easy.

 

5.4 still uses VCT. The V10 on the other hand doesn't so you need V10 gears.

And since R3d brought it up, Ford did play around w/ a V10 in a Mustang but it was not ideal by any shot. First, it was completely custom, being based off the 4.6 rather than the 5.4. But what's worse is it was controlled by 2 computers, controlling each bank. It performed just it wasn't ideal. If anyone thinks a 5.4 is too small, wait until the Boss family is released.

 

V-10 it is then.

 

so with the 3v swap which fuel system is used. 2v or 3v?

i found this on another forum: The V10 gears are actually different enough, that they will NOT work. The V-10 gears sit over the end of the cam, and are in place with a keyway, which is different than the dowel pin our phasers use. The left side head on the V-10 also has a counter balance shaft that is driven of the another gear just behind the cam gear. All in all its quite different. Lockouts, or aftermarket cam gears are your the options.

 

After reading some of this thread my entire game plan just changed. I'll be looking for some F150's and such at my junk yard and on craigslist. Right now I have a most stock 96 GT, so as far as I understand just by reading bits and pieces, this is what I will need: ???

the 5.4, taken from an F150 or whatever, The Intake Manifold from HPS, heater hoses, and some exhaust modification...? Will I need to get PI heads or anything? or does it all just crozzover?

And a question about the exhaust, later when I go to upgrade the components, I suppose the mid pipe and catbacks will be the same, but will I need to find or fabricate specific headers? that was one part I am unclear on.

*edit - I just read the post on the LT's. Does anyone know any more about them now? Looks like he said they're making more, has anyone else gotten any and what is the current price tag on those? more or less than 2,000 lol

 

after reading some of these pages you get confused and you dont know which set up to go with

 

There's a case to be made for each of the setups. 2V is cheap and easy as you just need to swap the bottom end, 4V has the most power but it's a lot tougher to get it to fit and 3V is sort of the middle of the road with more power than the 2V without the fitment issues of the 4V though you still have to swap a lot of equipment over.

I'm in the midst of doing a 4V swap. You can make it fit if you're willing to buy a somewhat pricey Aussie intake. Birdman has really been helping me out with my swap. Hell, he's almost made it easy. I suggest reading through his 4V 5.4L swap thread when you get a chance.

http://www.mach1registry.org/forums/...ad.php?t=57118

 

Considering places like Kar Kraft even say to use V10 gears (and considering how lazy Ford is in making different parts for the same engine family), the answer on that forum is probably wrong. However, I can't say for sure because I never did it but considering where I got my info from, I'm willing to bet that V10 gears work.

 

Just make sure the 5.4 you buy has PI heads on it and you'll be good to go. The heads are identical between 4.6 and 5.4.

 

use the fuel system from your car basically. If you have a 2v car with a return style fuel system (96-97), then you transfer that and adapt as necessary. If you have a 98+ with returnless then you stay returnless. I complicated the issue by using aftermarket fuel rails but those were 100% not needed. Myillwillinc has also demonstrated that stock fuel rails will work on the HPS intake so don't trip...just transfer what you have.

your donor truck needs to be a 00-03 if you want the best performance. If you can't find on that new, just find some PI heads and slap them onto the earlier block. Everything just transfers right over as far as heads go. You'll be able to use the donor timing set and front cover.

Exhaust: headers will be available fairly soon but price is not set yet but I'm working as hard as I can to get them to price them so I can get them to you guys. Your stock or aftermarket mid-pipe and cat back are fine but you'll need to modify the mid-pipe to mate up to either the wider 5.4 with shorties, or chop it down a bit for the 5.4 with longtubes.


decide where you drive most and your budget. If you're on the street only and you dont' race at a track, then stay 2v. Figure between 1500 and 5K as a budget. You dont' need the extra RPM on the street so the 2v is plenty and you can use nitrous to make up the power difference if you find you need to. If you have a couple grand extra and you race on a proper track now and then but not super often go 3v. If you have 5-10K to do **** away and/or spend a lot of time at a track, then 4v is a stunning option and has no reasonable ceiling on the power you can yank from it.

fantastic breakdown and a great link on the subject.

You should be able to just use adjustable aftermarket cam gears or phaser lockouts for the easiest time of it. many 4.6 3v swaps into 2v cars to date have used aftermarket gears so far to great effect and surprisingly high dyno numbers (with custom cams)

Dan... how's it goin man. Long time no see.

 

If you wanna run race gas.....


meh....so so.... Haven't been thinking as much about vehicle stuff.... Company I worked for closed end of March, was unemployed all summer, then got busy as all hell doing freelance design work in Aug/Sep/Oct.....then that dried up and I've been unemployed again.....stupid construction related jobs.....

Doesn't leave much leeway for thinking about or planning any capital expenditure projects...... If things get going again here I may get back on track with some kind of plan for spring, still got a slight oil burning issue that needs to get fixed one way or another...

 

Yeah... I know the feeling. I was unemployed for about 7 months. Company closed down shortly after they laid me off, as well as the company that we did work for. Fun stuff.

 

Realistically though r3d.. What are the chances that HPS will do a 3v intake? And by "do," I mean within the next six months or so. BTW, to what degree would 3v heads improve those numbers that you came up with for me? Would they flow better than a set of ported 2v heads?

 

hey i found some 24lb injectors for $80 that sounds like a good deal to me what do you guys think?
and can i just swap the injectors and thats it or do i have to change other things to make the injectors work properly?

 

Complete set of 3v AND 4v heads on eBay>
http://cgi.ebay.com/ebaymotors/Ford-3-and-4-valve-cylinder-heads-for-4-6-and-5-4_W0QQitemZ230318212241QQcmdZViewItemQQptZMotors_C ar_Truck_Parts_Accessories?hash=item230318212241&_ trksid=p4506.c0.m245&_trkparms=72%3A64|65%3A12|39% 3A1|240%3A1318
4v heads are missing some parts, but that's still one hell of a deal.

 

As long as they're the right kind (EV-1 or EV-6) you just switch em out but it needs to be tuned for them, and a little vaseline saves alot of headaches on the O-rings.

 

OH NO! You sound like the 4.6l guys when we 5.4l guy wanted to put a 5.4l in our rides! LOL

 

race gas? should still land at what ... 10.8-11:1 compression right. Just changing the heads should only reduce the chamber by like 10cc's which would be roughly 1 full ratio up from stock right? Should be able to do that NA on any 91 octane. I had a NPI 5.4 and a PI 5.4 and neither had flat top pistons from the factory. Hell the dishes were pretty darn close to identical.

in the next 6 months... zero chance. They might start to produce one but they're never going to have 1 ready in the next 6 months. It takes almost that long to work the bugs out. 3v heads without any porting are about equal to the best ported 2v heads (excepting of course the awesome flow numbers of the new TF wedge heads)

True enough. Still, you don't see me getting negative about a viper v10 in a stang, because it's a proper performance engine. The ford v10 just isn't well set up for that. And those people that griped at us never considered that a 5.4 and a 4.6 are basically the same engine. The modular v10 is significantly different enough that I feel justified in my statement.

Now if you go and slap a v10 in your stang, I'll guarantee that people will be all ga-ga over it (including me) because no matter the value of the modular v10, it's still pretty fuggin badass to see one in a stang.

So yeah,... 96black is right, like always.

 

[quote=r3dn3ck;376277]


in the next 6 months... zero chance. They might start to produce one but they're never going to have 1 ready in the next 6 months. It takes almost that long to work the bugs out. 3v heads without any porting are about equal to the best ported 2v heads (excepting of course the awesome flow numbers of the new TF wedge heads)


Thanks. And yeah, if it wasn't for the electronics aspect of the swap, I think I would definitely be tempted to try out a V10. Would be a cool engine to have, even if there aren't only many bolt ons available. I've seen them supercharged before, but IIRC that kit is really expensive. Getting back to a 3v swap though, are there adapter plates available? I only recall seeing them for 2vs.

 

i seen this guy on youtube has a 5.4 3v in his mustang. he used an adapter plate but it was so he could use the mustang plenum on it.
http://www.youtube.com/watch?v=0gQVS...eature=channel

 

They're just missing cams and valve covers.

The real question is, are Mark VIII heads any good? I know Navi heads flow like nothing else and great for power adders and I know most Cobra heads are good for NA (I'm using 01's on my project) but I've never seen anyone use Mark VIII's on a 5.4.

If someone does end up getting them, I've got a set of brand new '01 Cobra Cams that I'm looking to sell. I think those will work in Mark VIII heads.

 

the B heads off the mark 8 flow well enough. It's all in the intake availability for that option, more specifically the lack of one. I went round and round in my head last year about whether or not to do a 4v swap to a set of race ported B-heads but the return wasn't worth the work for me so I changed that plan to look at either the TF heads or 3v heads down the road.