Ok he goes my ?.. I know or have read that the Hp diff from going to a 5.4 2v isnt much diff that a stock 4.6 2v. Now my ? is thats a 99+ 4.6 right... The 5.4 2v should be 1 heck of a kick in the pants going from my Stock N.P.I. 4.6 right? The only thing on my car is gears and exhaust...

 

ooh yeah, going from NPI 4.6 (2V) to a PI 5.4 (2V) is a major kick in the pants. the torque is pretty much ridiculous. I took a buddy of mine for a ride (mine hasn't been tuned yet) and he said its "stupid fast"

 

I got to agree with you 100%. Aussies have always produced some VERY impressive stuff. Why we cant get at least some of it over here as options (either on the new vehicle order sheet and/or over-the-counter) I'll never, ever understand.


I know KarKraft once was selling one of the Aussie 5.4 V-8(s) but it was pricey. It sure loooked good though.

A friend of mine started to get his fund together and was going to buy it but we started wondering what we'd do if it would quite swap in to a Mustang and he finally changed his mind. Although I didn't voice my disappointment, I understood his line of thinking in that once you jump off in to something like that you're bascially on your own over here.

 

Edit: BTW, do they do that for *any* 4v intake, or is it only the B head intake? 99+ cobra, marauder and mach 1 intakes are readily avail all over the place.

I saw they did that. Long time ago actually.

This is where I have been trying to get my **** straight. I mean, having an intake for the 5.4 4v solves the big dilemma for me. I got my 5.4 2v motor months ago. Advertised as having a spun rod bearing. For $50 I jumped on it in a heart beat. Turned out, it ran out of oil. The crank was trashed, cam journals were scoured, and rods/pistons junk anyway. So I have a bare block and a 2v timing cover.

Now, as far as just the heads/intake standpoint, I could essentially have a 4v top end for the same price as a 2v...I dont want standard PI heads. Its between the trickflow heads or 4v. So..which way to go? If 4v, I'll start searching as the heads/intake seem to be relatively easy and cheap to find in comparison to 2,000 for the trick flow heads and another 700 for the HPS intake. So I'm stuck.

I really dont care about the rest of the swap. I work in the auto field and know my way around a car really well. Just need the parts to get it done, without resorting to an aussie intake. That totally screws it for me as I only know of one place to get it, and he wants 2500+ for that not even including heads.

Ok..end rant.

 

itll be almost 100more hp then you have currently iam also going from 4.6NPI to a NPI 5.4 bottom end with PI top end making 10.5:1 compression hopefully my rods/heads/and if the guy pms me back a set of cams "cms stage 2 n/a cams" will be here by not this weekend but next and ill have my 5.4 in ;>....and btw itll be about 100hp but also about 130-140ish more ft lbs of tire shredding torque off idle not up the rpm range further like the 4.6

 

you know thats a good question. people cut them up to shorten the runners on them so idk why they couldnt be widened. you should give them a call and talk to them about it. there are other intakes for the c heads other than the cobras. sullivan performance has an intake even though it might not be the best choice for an n/a street car its still an option. or you could use the navi lower and have a sheet metal upper made. im pretty sure mmr has these as well.

 

Sorry to hear about the engine, but you still have a good start with $50.

All you guys wanting to go 4v should hold off for a couple of months. You know the TrickFlow heads are going to be all over the magazines with test results and I'm sure they will compare them to P&P heads along with stock 4V heads. I'm sure, OVERALL, the 4V heads will flow much more than 2V heads onced ported, but their will be some data for comparison. Just hang on a little longer! 5.4L 2V's may not be dead afterall!

 

know most are saying that the 4.30 gears wont work with the 5.4 2v.. My ? is why not... Isnt it the same as going with a 4.6 jut more torque? I understand traction issues but I will be running a 27-28 inch tall tire at the track... So is there any other reasons why they wont work??

 

Sullivan is out of the question for me. My car is, and will remain a DD. The whole idea of the 5.4 for me is a wide, broad power band that will pull nice track times. I would really prefer nothing too drastic, just good N/A power. When I get closer to a purchase, I'll deff hit up MMR and see what they can do.

Dont get me wrong, I'm not throwing the 2v under the bus. It's simple as hell, makes decent power and for the most part is exactly what I'm looking for. 4v would be the whole package for me; it looks good, it's different, makes gobs of power, and it would be a reliable set up. All things considered, 2v will most likely be the route I take. After all, good head flow is good head flow (right?). So if the trickflow lives up to the hype, and can support 400rwhp N/A I'll be happy as hell. I would be very dissapointed if I had to resort to a power adder to meet my goal after I do a complete build. On a side note, I saw what the trick flow heads did on a full bolt on 4.6 (400hp+ on an engine dyno IIRC) and I was impressed. So we will see.

 

If you can get it to hook up, I'd imagine you'll be ok. My stock 4.6 and 4.10's can already be a handfull in first gear sometimes. The side benefit though is you dont *need* to run that much gear with the 5.4...it can actually pull it's own weight.

 

i was just informed that the non-pi 4.6 mustangs have 290 tq......anyone wanna tell me how that is possible and how we gain 140 tq from a 5.4? if the 4.6 has that much torque then what is the point of the 5.4?

 

215hp and 265 torgue 96 4.6L the same 5.4 will lay down roughly 330 lb torque stock but the 5.4 also lays down the power off idle where 4.6 you have to get up the power band...from what ive read here to make the same power the 5.4 does i think at 5.5k or 6k rpm youed have to spin the 4.6 to like 8k+

 

Power, and powerband!

The 5.4 has an additional 50ci displacement over the 4.6. The non pi 4.6 might have 290 tq, at what RPM I dont know. The 5.4 STOCK in a mustang puts down around 330ft lbs; and carries it from like 2k - 5k. It has a very broad power band, one the 4.6 does not have. The power gain going from 4.6 NPI to 5.4 PI is huge. It's all about power delivery, not just numbers, never mind the fact the numbers speak for themselves. BTW, that 330ft lbs I mentioned is at the wheels.

 

just think of the torque im gonna have with my 4v

 

I think i found my first 5.4 swap purchase Stage 3 patriot heads

http://kansascity.craigslist.org/pts/1177143442.html

Sorry Red no more white castles around here they all shut down about five years ago

edit: I also found out tonight why my speedo is off so much 4.10 gears in the rear
First mustang so now i know

 

just curious still waiting on my forged rods so i can reassmble motor ordered em 2 weeks ago from wpparts and who knows whats up but when my retainers come in im installing the comp beehives and if a guy messages me back a set of stage 2 N/A cams from CMS..

when i get it tuned after install what should i be looking at for hp/tq read outs i know all dynos are different and altitude and such.... but what would a 10.5:1 comp ratio 5.4 with adapter plates and pi intake and top end and such and the cms stage 2 na cams im just looking for a baseline nothing exact unless its possible ;>

 

Should be close to me....I think red estimated close to 340 ft lbs

 

I did something lastnite..................I worked on the Mustang! I feel so good,.....warm and fuzzy!
I got the HPS intake bolted down along with the stock plenum.....I know, I know....I suck!
I also got the tranny together, under the car, and on the jack ready for install.
It's going on 3 years for this project! Wished I had left it alone, but who knows what life throws at you. It's coming together(with stock parts) and before long I'll be posting and bragging about how awsome my 5.4l GT is

 

96black... would you consider swapping me some light machine work in exchange for my upper plenum and 75mm TB?

97gt: figure on slapping down the same kind of power I did... about 300/330 to the tires. Possibly a little on either side. Don't worry about the numbers though. I can't tell people that enough. The car will be way way way faster than it is. 4.6 and 5.4 aren't even on the same planet.

4.30's will work, and with the right cam are even called for. They're going to be helped out a little by your taller tire but you'll want to play with your rear end suspension setup to get it to hook. Plan on yanking the front wheels off the ground a little if you get it to hook.

 

Hey R3D I cant think of any hing wrong with pullin he front tires a little lol... I know on the street traction is going to be a Beeeiiitch but thats ok as I very rarely run it on the street anyway... Suspension wise when its all said and done I should have some good upper and lowers and coil-overs in the rear... Mine is an auto so I am also looking at at stall towards then end of the year...

 

Anyone interested in a set of reicard racing 4.6l to 5.4 4v adapter plates? Pretty much brand new never driven with them on the car. they come with two sets of OEM intake gaskets and all the hardware. Pics below...

**If interest Email is the best way to get into contact with me Sonnyhouston000@gmail.com it is also my paypal address**

asking 350 shipped to your door with a tracking number

 

the numbers are what ppl look for but i can tell you that it doesn't matter. i had a nonPI 5.4 with a couple bolt-ons(frpp shorties,bbk x-pipe,c&l plenum,70mm tb,cai,steeda udp) and everything else stock. i could pull away from a 99 cobra 5sp with cai and exhaust, not kill but pull enough away you can see me winning. this was on the street, on a nonPI headed motor. so you will feel what the tq is like when you get yours running with PI heads.

 

awesome! thank you for getting a hold of me. i have been searching for someone who has or is doing this swap. i understand your not going 2v to 4v, but your still putting the same motor as me into a similar bay so it shouldnt change things much. honestly, i need to know as much as possible. what snags have you hit? did you lower your k member? how did the wiring harness work out? wire extensions on anything? did u pull/put back engine and tranny together? everything and anything will help me right now. i dont expect you to chronical your entire experience, but im basically trying to write myself a mental step by step guide, lol.

 

not a problem at all man, the only snags ive hit so far are gettin jerked around looking for an engine but am gonna buy a new one next week. im leaving the k member in the stock location, you shouldnt have any clearance issues and should be able to use your stock hood as long as you dont use adapter plates. all my wires will go back in to place and shouldnt need extensions but i havent made it that far yet so i cant honestly tell you. im pulling the engine and tranny together and will drop it back in the same for the simple fact that the top two bolts are a bitch to get to and dont wanna fight with em lol.

what heads and intake are you using? and what yr you puttin this beast in?

 

97GT, just for info....running 4.30s in mine wiith a 27.5 tall slick. Adjust front and rear shocks...

 

The 5.4 makes 350 lb.-ft. at 2,500 rpm and 260 hp at 4,500 rpm

But 90 percent of that 350 torque is available from 1,870 rpm to 4,280 rpm. 90% of 350 is 300. So thats 300lb-ft almost thoughout the powerband.

So same HP has PI 4.6 but More torque than that 4.6 would ever make.

 

i have a 99 GT. full bolt ons, 4.10s, full exhaust(im sad to see this go to waste). im likely gonna get a running navi engine and use the sullivan intake. ive spoken with a few people familiar with the 5.4 swap who swear by the sullivan. what about u? using plates or something else?

also, when do u plan on doing yours? im just about to start engine shopping, so i havent even gotten into the fun stuff yet.

 

Nice info Bondfreak13!.....................you done with the Vic yet? Can't wait to see it!

 

remember all you guys that are fixated on numbers:

HP is not a real number. TQ is a real number.

HP is sorta a normalized expression of how much air is moving into and out of the engine. Not necessarily how efficiently it does it nor at what point in the RPM range it does it best.

TQ is a real value. It's a measure of the FORCE being applied to turn the wheel.

Average tq production will tell you how "strong" an engine is over its whole rev range with a very easy to compare value that means something in the real world. It's most easy to discuss tq values that occur before 5250 rpm because people are stuck in HP numbers which are only good for bragging rights.

 

ive already started the swap. and im gettin ready to buy a new navi shortblock next week and im using the intake and heads off my 96 cobra. my intake is at mmr right now being widened.