i orderd the adapter plates they should be coming monday.. u think the good year eagle F1 GSD3's in 315's will be a good match to help those traction problems?

 

some dude out here did it to his navigator with a small stroke bump and a .030 overbore. It doesn't make a lick of sense to me adding stroke to a mega stroker even if there's more bore width. Piston speeds are high enough without adding to them. Besides, the long rod ratio is one of the best parts of the 5.4 as it is. It's almost counter productive to up crank throw and shorten the rod. In a 3.750 bore it would make 6L on the standard 4.165" stroke at which point 4v heads would really start showing their stuff.

 

depends on the gearing and suspension. A torque arm really helps keep things planted but it's a pretty significant mod.

BTW take my advice... have them plates ported (or if you can do a great job, do it yourself) to a gasket match. They're pretty restrictive out of the box. It took me a few hours per plate to do a really bang up job. I ended up with a 6" wide x 5" tall pile of shavings on my garage floor from the effort.

 

yaaa... gearing.. about that, what kind of gearing would be adequet for the 5.4... i know there pretty torqy already. i have the 3.73's in it right now... keep em?

 

saleen s330 had 3.73's. he found it hard to get traction on a drag strip all the way deep into 3rd gear. I'm stopped at 3.55's and considering running back to 3.27's after the motor install.

It would really ideally depend on what cams you plan on running. If you're fixin'a step into a xe278 or any stage 3 cam then definitely 3.73's just to get it into the power quicker. With stage 2 cams (like xe270's and VT II's) 3.55 is about right. With stock cams stock 3.27's are fine. That's about the other extreme I'd stop at.

 

i have 278's and 3.27 gears.... grrrrr.

 

you two need to swap rear ends. I've got 270's and 3.55's. I wanted the 3.55's before the cams because I really like the power delivery of that gear. That and smog requirements dictated which cam I got, the cam dictated my intake manifold design and that picked my power window which picked my injectors. I just sorta fell into all the right parts to compliment each other by accident.

if you like the 3.27's ... then it's not the wrong gear for you. hell it might help matters to have you going that much faster before the power really starts to come on in dump truck loads.

 

I'm torn between the comp 270's or 278's. Patriot stage II's are on their way and i'm lookin for some top end power.

 

Any thought on using the new edelbrock 4.6 intake with adapter platers on a 5.4 ??

The short runners make power up to 7500 rpm on a 4.6. It seems like itd be a good setup on a 5.4 with some lumpy cams or forced induction.

 

Personally, I'd cut the intake in half at plenum, widen it, and weld it back. Throw in an adaptor to go from the plenum to the standard 4-bolt pattern and you're set. Plus, the adaptor can be used as a place to attach your EGR and vacuum lines. However, as far as I know, it's STILL not out.

 

i have a set of 3.55's i'll use when i build my 31 chunk....

 

What intake are you using? Any power adders? 278's are very radical and I can't say it's a good street grind at all. I'd look at a custom grind with as much lift as you can do without cutting the spring pockets (.580ish) and keep the duration at something more reasonable like 236i/e @.050. Keep the RPM down to under 6500 cuz the 2v heads just won't support that kind of flow.

I need to see an edelbrock intake before I'll give it any kind of review. So far it looks like the runners are pretty long. In any case, now that the adapter plate solution isn't the only one I see no reason to consider any intake but the soon to pop HPS 5.4 hardball'r. If there's a schedule need like the engine is ready before the intake will be, then I'd still use the HPS intake. It's just the best suited to a large inch deep stroke motor like the 5.4 in its class (that class being 4.6 2v NA intakes)


I measured my intake volume today. It's got 16 fl/oz per runner (not including adapter plates or head port volume) and the common is just a hair over 5L.

With ~20oz in the runner including the heads and plates that should be about 1.4 runner volume units per cylinder fill at 0 pressure difference. With the short runners I'll never see a Hemholtz ram effect in my useful rev range but I'm glad to know the plenum isn't oversized yet.

 

i like my 5.4. the fact is, i am experimenting, but i can always go back to 340 stock rwtq anytime i want. who know what i can get with heads and torque cams. with 2v, if red can't reach his goal, a screw will blow him past it. low torque for a screw'd built 5.4 2v is 600 rwtq.

i will not be satisfied until i get 525hp all motor.

 

R3d: I'm just using the stock 4.6 gt intake with hogged out reichard plates. I see that the comp 270's are good for 5900 rpm on a 4.6 and I know the 5.4 will run out of steam even lower than that. I'm just lookin to get the power to peak out close to 6k. The 278's are really aggressive for a 4.6 but may be just what the doctor ordered for a 5.4? Do you think it would be possible for the 270's with the flow supported by the patriot stage II's to reach peak hp close to 6k?

 

what you guys need is a custom cam. off the shelf isn't going to get it. for a few extra bucks get one that fits.

 

I don't know that the PI heads will allow that level of flow.

Desktop dyno (yes, I'll keep referring to simulations since we don't have a lot else to go on) says that you should expect about 3500rpm TQ peak with carryover of the peak to 4500rpm and given a free flowing enough intake hp peaks around 5500 with those numbers and carries to 6K before leaning over. The 278 will peak later but you'll be limited on head and intake flow before that so I'm afraid it'll flat line and then lean over and end up costing you torque. Aside from that the 278 will be lucky to idle below 800rpm which makes emissions testing in some states problematic (that lopey a cam will almost certainly fail the idle emissions test on the sniffer anyway). If you can deal with it... it'll work but I think the 270 or a higher lift 274 would be better.

With the stock PI intake, stick with 270's or VT stage 2's. They're about as radical as you really want for a street car.

 

definitely a custom grind would be best. Lemme run a sim and I'll give the best case numbers out.

My sim package says the following should be a hot performer. TQ peaks at 4500, HP peaks at 6K, both have nice shape and the tq curve is long and relatively flat making within 12% of peak from 2K rpm on up to 6K.

Numbers are (@ .050):
intake: dur:234, centerline 112, lift .550
exh: dur: 250, centerline 113, lift .550
LSA 112.5, overlap 17deg.

now that's a custom cam. I don't even know if that will work at all. Those numbers are what my simulator software says are the optimum for a hp peak within 500rpm of 6000 given the rest of the engine details (my engine... so 10.5:1 compression, ported heads, hot intake).

For your cam cutter here are some of the more important numbers.
@.050
ivo: 5 ivc: 49, evo: 58 evc: 12

true #'s:
true ivo: 5, true ivc: 49 true ICA 112
true evo: 58, true evc: 12 true eca: 113

 

i think i've scored a lower L intake so i'll put it aside till i have some forced induction....

 

my motor came with out pulleys and accessories... can i just use mine from the 4.6. i know the tensioner is a little different tho, any suggestions? oh ya and it didnt come with the oil pick up, can i just use mine from the 4.6 as well?

 

they should all bolt right up. The tensioner I'll have to leave to the others.

 

I used all of my 4.6 accessories and just left the 5.4 tensioner alone. The 4.6 belt was a tad too short so I just went to the local parts store and picked up a belt for an '02 ford F150 5.4 and it fit perfectly.

 

...and yes you can use your 4.6 pickup tube and you will have to use your stangs oil pan also. If I remember correctly there was a clearance issue with the k-member using the 5.4's deeper pan.

 

yep... the 5.0&SF article mentioned that they had to modify and use the stang pan. Not surprising. Just have to smack the baffles a little to clear the crank. Not even a little trouble. Pull the spark plugs and spin the motor to verify clearance.

 

You need a 5.4L tentioner.
The 4.6l will NOT work.

 

Any more word on the intake???

I have finally got the S/C set-up finished, just not sure if I want to put it on the car. If the intake you mentioned is in the process of being made I'll hold off and sell this set-up. I would rather be N/A! I have enjoyed my hotrodding experiance and would rather keep the money low.

I'll show a pic of what I got!

 

It'll be a while before the new HPS units are ready. Call up Bob and tell him to put you on top of the list. It'll work well boost I'd imagine.. given the successes of the hardball'r on boosted 4.6's.

 

Little longer than I want to wait!

Here are some pics of the Holley S/C I had mentioned!

Also a pic of the current set-up

 

will that sc fit under a 4" cowl hood?

 

NO!

LOL!

Maybe an 8" cowl hood!

This is one of the reasons I want a good intake! I want to be able to put the stock hood on. Or, at least a hood.

 

There are a couple of places that make a K member that will drop the motor an inch or two, but that blower needs alot clearance.

The Whipple blower for Lightnings is feed from the side. I always thought that would make it a good idea for a 5.4 Stang swap. Never seen it done though.