how much hp would a non FI 5.4 have?
05-07-2010, 01:14 AM
#1
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how much hp would a non FI 5.4 have?
hey guys, well over the last 2 months i have been saving to buy a guy selling a 66 gto ($3,000), and i, very very close but now i was thinking, with that kind of money i could buy a 5.4 from a F150 or something. i know theres alot more to swapping from a V6 to a V8 so im fully aware this isnt the only expense, but i was curious how much hp/tq you guys think i could get from a non FI 5.4 motor with the stock 3V heads and maybe a recalibration for compression. any suggestions?
05-07-2010, 02:37 AM
#2
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it's rated for 300 HP crank. in the 04-08 F-150 they dyno out at about 210 RWHP due to the huge axle (9.75) and HP sucking transmission.
with tuning, UDP, e-fans, exhaust, cai many guys are pulling 240-250 RWHP. so about 340-350 hp crank. and that is running 32" tall tires with heavy *** rims and 4x4 components
run some hotter cams (Detroit Rocker), better valve train to up the RPM range above 5,500 rpm...and I can see breaking 400 crank HP quite easily with just top-end work.
plus, the torque curve of the 5.4 3v is amazing. it has 80% of max torque (365 tq stock) at 1,000 rpm. when I installed the M90 blower on mine, she had almost 500 tq...damn thing would just roast the tires at command.
if you could grab a 5.4 3v in decent shape for a good price, it might be worth it IMO. there have been enough guys who've done the 5.4 4v and 5.4 3v swap groundwork that all of the little surprises would be pretty much already worked out. I'm too lazy myself to do the swap. I'd rather bolt on a blower
with tuning, UDP, e-fans, exhaust, cai many guys are pulling 240-250 RWHP. so about 340-350 hp crank. and that is running 32" tall tires with heavy *** rims and 4x4 components
run some hotter cams (Detroit Rocker), better valve train to up the RPM range above 5,500 rpm...and I can see breaking 400 crank HP quite easily with just top-end work.
this is just speculation on my part...but I can see the gains being quite large
my 2006 F-150 had a tire/rim combo of 86 lbs for each 32" tire. conversely in a Mustang with 27" tires and probably 50 lbs max per tires...you'd feel a big difference IMO.
my 2006 F-150 had a tire/rim combo of 86 lbs for each 32" tire. conversely in a Mustang with 27" tires and probably 50 lbs max per tires...you'd feel a big difference IMO.
plus, the torque curve of the 5.4 3v is amazing. it has 80% of max torque (365 tq stock) at 1,000 rpm. when I installed the M90 blower on mine, she had almost 500 tq...damn thing would just roast the tires at command.
if you could grab a 5.4 3v in decent shape for a good price, it might be worth it IMO. there have been enough guys who've done the 5.4 4v and 5.4 3v swap groundwork that all of the little surprises would be pretty much already worked out. I'm too lazy myself to do the swap. I'd rather bolt on a blower
05-07-2010, 02:56 AM
#3
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are the blocks the exact same between the F150 motor and a gt500? i would be able to run a whipple or roushcharger on the f150 motor correct?
i would just blow my v6, but then it will still only be a v6 and with a blower it wouldnt crank to much more then 300 with supporting mods. i have found some pretty decent motors pulled from wrecked f150's and expiditions on ebay. in the ballpark for about 1500 with shipping. so i think it is well within reason. and as long as i have it sitting around out of the mustang i could do little work on it here and there, such as heads, cams, powdercoat, etc. i dont want to jump from a 4.0 to 4.6. if im going to be spending all this money on the swap im going to go big or go home...
i would just blow my v6, but then it will still only be a v6 and with a blower it wouldnt crank to much more then 300 with supporting mods. i have found some pretty decent motors pulled from wrecked f150's and expiditions on ebay. in the ballpark for about 1500 with shipping. so i think it is well within reason. and as long as i have it sitting around out of the mustang i could do little work on it here and there, such as heads, cams, powdercoat, etc. i dont want to jump from a 4.0 to 4.6. if im going to be spending all this money on the swap im going to go big or go home...
05-07-2010, 03:54 AM
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I forgot your car was a sixxer. You are going to need all the same components that a 4.6 swap would need. also, the 5.4 physically sits taller. you might get lucky with your hood if it has more room underneath than the stocker did
luckily the 5.4 and 4.6 share damn near everything but displacement and intakes.
the 5.4 4v and 3v are different. The basic rotating parts are the same, but the heads and oiling I believe are drastically different.
luckily the 5.4 and 4.6 share damn near everything but displacement and intakes.
the 5.4 4v and 3v are different. The basic rotating parts are the same, but the heads and oiling I believe are drastically different.
05-07-2010, 03:57 AM
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the swap is certainly achievable.
the issue cost and effort. have you looked at the several swap threads out there? the 5.4 4v threads will be almost exactly what you would need. That way you could get an idea of the costs associated with this.
Now, if you had a GT...yeah, that would be a really easy swap. almost plug n' play
the issue cost and effort. have you looked at the several swap threads out there? the 5.4 4v threads will be almost exactly what you would need. That way you could get an idea of the costs associated with this.
Now, if you had a GT...yeah, that would be a really easy swap. almost plug n' play
05-07-2010, 04:02 AM
#6
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ya my hood has an additional 2" of clearance, but if other 5.4's can fit im sure i can make one to. i would prob just buy an intake from steeda and then that should save me some clearance. im looking for a navigator motor cause ive been told those are 4V's. if i end up getting the 5.4, as long as its not installed i might as well see if i could bore it out to an even larger displacment, but ive never seen any 5.4's do it so im not sure if its possible, i know the 4.0's are to thin and nearly impossible to do.
05-07-2010, 11:11 AM
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Pascal, I did a quick search for these threads you spoke of, but I couldn't find anything directly pertaining to our 3V's. Could you see if you could dig it up for me? I'm starting to get pretty interested in this, seems like the perfect balance between bolt-on's and FI, in terms of cost/performance.