5.0 help
02-11-2011, 05:58 PM
#1
Thread Starter
Join Date: Feb 2011
Location: California
Posts: 1
5.0 help
I have a 2000 jaguar s-type with a 4.0 litre v8 that seized up on me. Jaguar was owned by ford that year and the s-type is very similar to the lincoln ls. The 4.0 engine is **** and is known for leaking and falling apart. I want to drop one of the new dohc 5.0's in it. I don't know if it is possible, I would greatly appreciate any helpful advice. If it is possible, besides the modular control packs, is there anything else i would need with the crate motor.
02-11-2011, 06:05 PM
#2
2nd Gear Member
Join Date: Jul 2010
Location: Florida
Posts: 158
new tranny, engine mounts wil be different, going to need wire harness, a good mechanic, and about 15k. ohh i almost forgot, your suspension needs to be changed, too dangerous, new axels, driveshaft. radiator. and about 15k.
Last edited by imsonastie; 02-11-2011 at 06:09 PM.
02-18-2011, 08:15 AM
#8
1st Gear Member
Join Date: Nov 2010
Location: THE GUNSHINE STATE
Posts: 127
this is being done at a friend of my shop,,,,,
Quote:
We all knew that when Ford released the 2011 Mustang with the revised 412-horsepower 5-liter, it was going to be a popular engine swap. The engine was released to the public through Ford Racing about six months ago and we have seen it in a few Mustangs, though in a lot of street rod-type builds
When talking with an old friend Taylor Mahoney that works at Tampa, Florida based S&R Performance, he mentioned a project that I might be interested in covering. A customer had dropped off a water-logged, high mileage 2001 Bullitt and a fresh 5.0 crate engine to be swapped in place of the tired SOHC four-six. The Bullitt Mustang from the New-Edge era came with a slightly enhanced, though still anemic by today’s standards, 265 horsepower 4.6-liter. This was only five horsepower more than a standard 2001 Mustang, though it featured a flatter torque curve with three more pound feet of torque over the stock peak numbers.
The up-side to the Bullitt Mustangs was more about the improved suspension and braking. It was lowered by 0.75 inch, featuring Tokico struts and dampers that were re-valved, thicker rear and thinner front anti-roll bars, as well as a front body brace. Brakes came with 13.0-inch front discs from the SVT Cobra in place of the GT’s 11.0-inch-diameter discs, as well as Cobra calipers.
The Bullitt ended up in some deep water during a typical Florida rain storm and hydro-locked the motor. “I poured about a gallon of water out of the stock intake manifold when I pulled it off the car,” Taylor chuckled. The owner of the Bullitt got a nice check from the insurance company, which funded the Ford Racing crate engine and wiring harness kit.
S&R Performance Puts a 2011 5.0 Swap into a 2001 Bullitt
The fabricated oil pan is half of the 4.6 pan and half the new 5.0
The biggest hurdle on the install was the oil pan. Rumor was that the 4.6 oil pan will bolt to the 5.0 engine, and in this circumstance, it does not. The 4.6 pan is nearly identical until it meets the front cover, then things drastically different. To fit in on the tubular K-member, Taylor fabricated an oil pan that utilized the front half of the 4.6 pan welded to the back half of the 5.0 pan, re-using the stock 5.0 pick up. The stock engine mounts bolted right to the 5.0 block and the engine was in place, though the stock headers are too wide and set of long tubes will be fabricated at S&R Performance.
From a wiring perspective, Taylor mentioned the install was pretty easy. The factory wiring that installs in the passenger side fender can mostly be eliminated. The only wires that needed to be relocated was the ABS and headlight wiring. A panel was fabricated in the original spot to hold the new 5.0 ECU.
All the electronics sit in the passenger fender where the old plugs resided
Another problem is getting the stock power steering to work. The new 5.0 does not use a conventional fluid-type power steering system and the factory New Edge Mustang requires a fluid-type rack, not only for power steering, but also for power brakes. Initial plans is to use a relocated, reverse-mount alternator and mount the power steering pump where the 5.0 alternator normally sits. We will keep you updated on the status of the project and especially what S&R figures out for the power steering side of the project!
2epm4at by blackmelissa15, on Flickr
Quote:
We all knew that when Ford released the 2011 Mustang with the revised 412-horsepower 5-liter, it was going to be a popular engine swap. The engine was released to the public through Ford Racing about six months ago and we have seen it in a few Mustangs, though in a lot of street rod-type builds
When talking with an old friend Taylor Mahoney that works at Tampa, Florida based S&R Performance, he mentioned a project that I might be interested in covering. A customer had dropped off a water-logged, high mileage 2001 Bullitt and a fresh 5.0 crate engine to be swapped in place of the tired SOHC four-six. The Bullitt Mustang from the New-Edge era came with a slightly enhanced, though still anemic by today’s standards, 265 horsepower 4.6-liter. This was only five horsepower more than a standard 2001 Mustang, though it featured a flatter torque curve with three more pound feet of torque over the stock peak numbers.
The up-side to the Bullitt Mustangs was more about the improved suspension and braking. It was lowered by 0.75 inch, featuring Tokico struts and dampers that were re-valved, thicker rear and thinner front anti-roll bars, as well as a front body brace. Brakes came with 13.0-inch front discs from the SVT Cobra in place of the GT’s 11.0-inch-diameter discs, as well as Cobra calipers.
The Bullitt ended up in some deep water during a typical Florida rain storm and hydro-locked the motor. “I poured about a gallon of water out of the stock intake manifold when I pulled it off the car,” Taylor chuckled. The owner of the Bullitt got a nice check from the insurance company, which funded the Ford Racing crate engine and wiring harness kit.
S&R Performance Puts a 2011 5.0 Swap into a 2001 Bullitt
The fabricated oil pan is half of the 4.6 pan and half the new 5.0
The biggest hurdle on the install was the oil pan. Rumor was that the 4.6 oil pan will bolt to the 5.0 engine, and in this circumstance, it does not. The 4.6 pan is nearly identical until it meets the front cover, then things drastically different. To fit in on the tubular K-member, Taylor fabricated an oil pan that utilized the front half of the 4.6 pan welded to the back half of the 5.0 pan, re-using the stock 5.0 pick up. The stock engine mounts bolted right to the 5.0 block and the engine was in place, though the stock headers are too wide and set of long tubes will be fabricated at S&R Performance.
From a wiring perspective, Taylor mentioned the install was pretty easy. The factory wiring that installs in the passenger side fender can mostly be eliminated. The only wires that needed to be relocated was the ABS and headlight wiring. A panel was fabricated in the original spot to hold the new 5.0 ECU.
All the electronics sit in the passenger fender where the old plugs resided
Another problem is getting the stock power steering to work. The new 5.0 does not use a conventional fluid-type power steering system and the factory New Edge Mustang requires a fluid-type rack, not only for power steering, but also for power brakes. Initial plans is to use a relocated, reverse-mount alternator and mount the power steering pump where the 5.0 alternator normally sits. We will keep you updated on the status of the project and especially what S&R figures out for the power steering side of the project!
2epm4at by blackmelissa15, on Flickr
02-18-2011, 10:19 AM
#9
4th Gear Member
Join Date: Dec 2010
Location: CT
Posts: 1,472
I would install a manual rack.
Someone is doing a 5.0 swap in another forum....it' worth reading. Under the 4.6 tech / The title is "young punk...."
http://www.s197forum.com/forum/index.php
Someone is doing a 5.0 swap in another forum....it' worth reading. Under the 4.6 tech / The title is "young punk...."
http://www.s197forum.com/forum/index.php
Last edited by daredevil95; 02-18-2011 at 10:27 AM.
02-18-2011, 10:38 PM
#10
The crate motor, control pack and alternator kit is a start. Even though Ford owned Jaguar at that time I'm not sure the 4.0L is part of the Ford Modualr family therefore that particular 5r55M yes M trans may not have the same bellhousing bolt pattern so you may need a new trans too but regardless even if the trans will work you need a driver unit for it because the control packs don't have program for automatics.
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