yeah. 315rwhp @6k

 

I am new to this forum as of today and I was directed here to this forum because of the 5.4 swap information. I have not had time to read this enormous thread but I find it nice to see so much interest in this swap.

Although these questions have probably been answered throughout this thread, please allow me to ask the following:

Which is the best K-member (including stock) to use for this swap?

Which mounts are to be used?

Any mounts need to be fabricated, and if so which one(s)?

Can this work with an auto trans?

Will 4.6 engine accessories swap over also (or is it better to get a "take-out" motor)?

What would be the benefit from swapping out a 4.6 2-V motor for a 5.4 2-V motor (how much is the average power gain ... NA of course)?

If I can get the answers to these basic questions I think I will be able to finalize my decision after narrowing down to 2 options; either the 5.4 or a stroked motor using the new FRPP 5.0 MOD block (with a stroker crank ... I think it's about 320 CID or so).

THANKS FOLKS !!!

 

So what I understand is the Sullivan is pretty much a race-only intake and by no means a street intake, right?

I'm asking for the clarification because I ahve looked and Sullivan's parts bu haven't heard much about them in my area.

 

i will say this is one hell of a long thread, and seems to be fairly in depth on all info needed. Thanks R3dN3ck for suggesting this forum/thread.

let u all know how this 196 page thread read goes.

simple one quick question, i tried my sources at ford dealers, and none of them came up with anything, but are the 00 cobra r mounts available or are they rare and only for select vehicles, no sales otherwise, like ive heard about saleen IPCs (instrument clusters)?

 

any part, any intake can be used for any application, its where the item is most useful within the powerband. needless to say slapping on a Comp Cams XE 270 cam isnt going to be beneficial with that intake. best bet is always a custom grind based on ones modifications. everyting from ones desired rpm, power output, ring/pinion selection, trans greaing, compression, na or fi, head flow numbers, # angle valve job, etc.

i have clarified with edelbrock and have been informed the edelbrock unit for 4.6L modulars has a 4150 flange and will bolt up to any 4150 flange setup including sullivan or their (edelbrocks) elbows, or any other 4150 flange design.

 

Hey, my name is Jesse, I just joined up here... Anyway, I will be helping a buddy do a 5.4 2v swap into his 01 GT pretty soon. Just curious to see where I could locate some dyno charts of your guy's swaps.

Also have any of you guys looked into the new TFS heads yet? I am axious to see what kind of gains these heads might offer on a 5.4 when they come out. We are thinking of a 5.4 stock bottom end on the new TFS heads when they come out, HPS intake, and possibly 270AH or 278AH cams...

 

Heres my plan thus far:

I need to get it going. So I plan on either buying a set of heads, or putting low mile stockers on it. No problems with the motor at this time, so I am just going to buy the intake from HPS (which is out of stock for 2 weeks), find an 8 bolt flywheel (where can I get that) and a head install kit and slap it together. I will find some used after market shorty headers as well.

So heres what I need:

8 bolt flex plate (where can I find this fast)
newer better heads (easy)
HPS intake
head gaskets for 5.4 2v, head bolts for the sale

At the same time I will get materials together to plan a build of this motor should it crap on me eventually.

This project begins next Friday and should be complete by Sunday. Any fittament issues with accessory brackets, bell housing, etc?

 

I try to do things in epic fashion. Don't bother with special motor mounts. No need for them with a 2v swap. Everything fits under a stock hood if you use the HPS intake. If you need to drop the motor (read you're doing a 4v swap), then you can call up Maximum Motorsports and ask for a set of their 1/2" k-member spacers. You only need to bother with that if you're going 4v.

sullivan is great on blower cars, turbo cars, and cars that will see higher than average rpm on a regular basis. It's not really a not-street intake but a very specific solution to a particular set of needs.

1. check the dyno forum... there's a 5.4 thread in there. Don't get stuck looking at dyno graphs until you're into the tuning portion. The numbers belie the SOTP gains. We have discussed the TF heads at length. Some are planning to experiment... most won't because of cost. Power potential with a ported set is pretty absurd but that's on paper. If you're going to buy new cams, then buy custom cams. Don't bother with the off the shelf grinds if you don't have to. NA_SVT has lengthy posts on this subject.

2000 automatic GT's would have had an 8-bolt flexplate. Vans and trucks all come with them.... Vin code X IIRC for the GT's.

Heads... your call. TEA or Fox Lake are the people I'd turn to.

www.hiperformancesolutions.com (they're out of stock from what I just read... better be making some phone call action)

head gaskets and head bolts are the same as for a 4.6... so go in to the ford dealer and get a head changing kit for a <your year> mustang gt. Costs about 150 or so IIRC.

 

http://www.latemodelrestoration.com/

They sell most of the stuff you need, might be able to find some of it cheaper but if you want it quick and fast, they've got about everything, other than the HPS intake.

Depending on how much you want to spend, You can get a set of New 2v heads for around $800 thats cams and all, not sure about cam gears. That would probably be the best way if you're not going to get the heads ported or buy cams.

$105 for the head change kit, with gaskets

Is your car a manual or auto?
$60 for the flex-plate
$180 for the flywheel

One big issue I had was the EGR tube... it might be easier to bend/fix with the motor on the stand. I just got rid of it. A couple of the little wiring brackets that mount to the front cover had to be drilled out for the bigger bolts in the new cover. Some of the A/C lines were alittle off, but still hooked up fine. I didnt have an issue with heater hoses but some have. I wouldnt really try to put the engine and tranny in at one time, it can be done but.. it made for a bad week.

 

It's streetable if you have a forged bottom end and are willing to spin it high enough to where the intake works.

 

So I know you guys said that a 3v swap only requires a set of V10 cam gears, but what about the variable timing system? I've seen places that sell a kit to remove the cam phasers completely. Some claim that disabling the system without removing it completely will result in valvetrain oiling problems and increased wear. Is there any truth to that, or are they just trying to sell sh*t? MMR has a kit for $300, which includes new came gears and everything else you would need to do it. Their price seems to be the best.

 

I was told by the owner of Modular Performance that the non-VCT gears from the truck motors can safely be used in place of the cam gears on VCT engines.

 

I know about the gears. But they are saying that I risk having oiling issues if the phasers are left in place.

 

I'll check on that.

 

Thanks

 

that isn't really needed. you can get a eaton based kit already for the 5.4l for mustangs. it uses an 03/04 cobra style blower footprint and comes complete with a side entry maggy m112 that can actually be tucked under some relatively small hoods. so, a parts list swap kit isn't really sought after anymore.

 

You should be fine. Not sure if you need to leave the solenoids in or not though...

 

I have a manual. Where is the best place to find what I need? I am going to have to do this quickly now. the motor finally let go. I am going to just put in a stock version of the 5.4 for now. I will put new head gaskets and bolts. Just need to find the flywheel and maybe some aftermarket headers, adaptors. Any help before I gut it would be nice. I am starting today

 

http://www.latemodelrestoration.com/...0%201&comp=LRS

Is this the right one?

 

You need an 8 bolt flywheel. There are several on eBay for lot less.

 

does anyone else make the intake manifold other than HPS? I need something asap and would prefer not to use the adaptors. Do any of you have the adaptors for sale used? I will buy right now?

 

Just to clarify some, it has little to do with blower, turbo, or n/a. The intake manifold needs to match the intended rpm range of the motor regardless of FI or N/A. The Sullivan is only a good intake if you intend to spin ~7k or more, otherwise you are simply giving up way too much down low to be worth it.

 

your talking about the tork tech kit i assume. its not worth paying $4499.99 for. especially considering you would have to run adapter plates with it to work on the 5.4 which would be a restriction. i rather spend half the amount and stick with the lightning set-up.

 

the vct is in the cam gears (sorta) on the 4.6. So if you replace them entirely with non-adjusting gears like adjustables or v10 gears then the whole issue of oiling problems is probably solved.

nobody but HPS makes the intake.

IIRC the adapter plates on that kit are on the sides of the manifold and not on top of the head so they don't present any real restriction or even mess with the angle of the dangle. The price is out in space though.

My old 4.6 intake is going back to HPS to decorate their wall.

tommy... any chance of getting hunters car on the dyno and seeing what it's putting down this weekend?

turbox2... that's 100% true at part throttle but at WOT under boost short runner length is irrelevant and usually helpful.

 

Here's an option that wouldn't provide any more runner length than the Sullivan, but....



....I think you could modify this upper to work with a side mount oval t.b. and maybe fit under a small hood? I'd take a Cobra or Aviator intake lid and mill out the t.b. mount and some of the cover as it goes up and over the top, then mill this guy out out top/side and weld the two together...

 

since I am going to be using a higher mileage 5.4 80k when I put this together. I am wanting to change out any parts I can that will help get alittle more life out of it.

head gaskets, bolts, other gaskets. Do you reccomend any type oil pump? if so, what. What else do you think?

 

yea no kidding...anyone that pays that much for that set up compared to a vortech, paxton, kennebell, whipple, etc. is crazy

 

the TTI kit has a 5.4l manifold that doesn't restrict airflow. at $4,500 the kit come COMPLETE. thats with all fuel mods (ie, not POS boost-a-pumps and FMU's. real pumps, and 42lb/hr injectors) plus the intire intercooler set-up and everything.

you can't build that kit piece by piece for less than they sell it for.

or, the tuner kit for $3,700

the price is right in line with other products. cheaper than a KB kit (which doesn't even offer a 5.4l version), and right on par with a similar NEW centri kit. we all know you can buy used centri's off ebay for $3.50.

$2k for a parts list, and than you still need the actual lightning blower, manifold, and a hole in the hood.

if you want a blower either go with a centri unit, new or used. or if you want a PD blower the best bet is the torktech set-up.

 

What do you plan on using the car for? Mostly a daily driver or are you going to do any racing with it? It really comes down to how much you want to spend.

valve cover gaskets, front cover gaskets+seal, harmonic balancer bolt (stock is TTY)
Oil filter housing gasket- if you can, dont take the oil cooler apart, just take the 4 bolts off- I ended up spending like $40 for a couple O-rings for that thing, from ford.

While you've got it apart you could change out some of the timing components, mostly the guides.

They sell high volume oil pumps for $50 which would probably be a better choice than the billet gear pumps for $300

 

Could you give me some more info on this manifold?