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Discussion Starter #1
I'm planning to put a 99+ IFS from a Police Interceptor under the MN12s front. As so I have researched the track width is the same. If anyone has done this swap before feel free to throw some info out there. Thanks. I have a buddy in t he salvage buisness trying to find me one.
 

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Discussion Starter #2
Found some more info 03-07 Pi IFS is the most wanted setup as it has the aluminum crossmember and only 8 bolts holds the setup in. I also found 34" is the frame width on the Vic and our cars also have a frame width of 34" should be interesting.
 

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Original Mod!

That is cool. I've been reading about this on the Ford truck forums as it seems pretty popular. How much does that aluminum CV front sub-frame weigh? I wonder how much a stock T-Bird front sub-frame weighs?

Anybody has any answers, please post! Twin Turbo 281, please post plenty of pics and let us know what you find out too!

I'm excited! :headbang: :zbounce:

BTW, the way I weighed my IRS was simple. With the IRS removed from the car, put one wheel on one scale, and the other on another scale (regular bathroom scales). Add the numbers together (the iron Bird IRS weighs ~409 lbs, the alum Mark VIII weighs ~355 lbs - this is with two Mark VIII spare tires).
 

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Wait wait, explain this, because I live in an area saturated with late model CVs. Especially wrecked ones.

How do you pull this, and how much weight advantage are we lookin at?
 

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1994 Cougar XR7 DOHC/5-Speed
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Weight won't be much, our stock ifs isnt that heavy.

I'm interested to see this project to eliminate the strut rods for true A arms. Height top to bottom is needed too, if its too tall its a dealbreaker

The aluminium k member isnt the most desirable part of the 03+ setup, it uses rack and pinion, has better brakes, ect. The pre 03 chassis parts date back to 1979
 

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this is amazing. I was thinking about adapting the crown vic ifs before, but I didnt realize it was a removable crossmember setup on the 03 and ups. I am sure you could get this to work, and because the spring hat is integrated into the cross member, it looks like you could eliminate the shocktowers too
 

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Discussion Starter #8
I have seen that thread I talked to the guy who owns that truck. He did the swap so he could place an isuzu diesel into his truck. Im not worrying about the weight savings I'm doing this to support the front end as i will be adding a few hundred pounds of diesel iron to the front and I don't trust the tiny mn12 arms. Also yes it will remove the need for strut tower however I will most likely just leave them there for structure. I may have to cut out a good slot right above the rails at the bottom of the towers to bolt the IFS on However the area where it needs to bolt up actually has a recess there It may just need to be widened? We will see soon as I source a IFS. I have ads on craigslist and multiple people tracking one down.
 

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removing the strut towers is a pretty common practice in classic mustangs with ifs upgrades. when you cut the strut tower out you weld new metal in to patch the hole, and it actually ends up being stronger than it was originally with the strut tower. Additionally, if you remove the shock towers, you could REALLY piss off the mn-12/FN-10 community because then youd have room for the dreaded completely impossible and stupid 5.4 DOHC swap.
 

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Discussion Starter #10
yeah I guess I would have the room to do the 5.4 swap. I'm going with a legendary diesel however. I originally planned on the 6.2 diesel due to size but I scrached that idea as the 6.2 isnt the most reliable. Im planting a rotary pumped 6BT cummins with a getrag or nv4500. Would be nice to have 400+ ft lbs with maybe 30 mpg and a bulletproof motor. Its going to be alot of work. First I will tackle the IFS and get it running then full length subframes /frame reinforcement...then the cummins swap.
 

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removing the strut towers is a pretty common practice in classic mustangs with ifs upgrades. when you cut the strut tower out you weld new metal in to patch the hole, and it actually ends up being stronger than it was originally with the strut tower. Additionally, if you remove the shock towers, you could REALLY piss off the mn-12/FN-10 community because then youd have room for the dreaded completely impossible and stupid 5.4 DOHC swap.
its not the shock towers thats in the way....its the frame rail...big diffrence.




 

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For those contemplating this swap, I recommend you consider the MAJOR differences between chassis designs between a full frame chassis (i.e. Truck/CV) and a uni-body chassis (i.e. MN12/FN12).

Even with the current 4.6L weight/power levels the firewall has a tendency to crack. What will happen when a diesel is added and triples the torque? Simple sub-frame connectors aren’t going to cut it.

But obviously I’m not a chassis designer, so just my .02. :thumbsup:
 

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Discussion Starter #13
I will be keeping the cummins close to stock which will have a power output in the 400-500 ft lbs range. There have been plenty of MN12S around here that are way beyond that without major body reinforcement, subframe connectors, cage....So the torque is not a concern. After all why the engine bay is vacant I can then decide if I want to reinforce the firewall. As for the weight there has been a Vic interceptor with a 4BT cummins which weights in @ 800lbs dry the 6BT weights in at 940lbs dry. The 4.6L is roughly 500 dry. For a gain of roughly 500 lbs to the front. This is why I want the PI IFS which has the 700# springs.

I have found a few 03+ IFSs. May pick one up this weekend. One for 300$ out of an 05 and another with only 60,000 for 350$ (trying to talk this one down). I want to get this done asap.
 

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Why not just do the 4BT engine, Smaller and lighter then the 6BT?
Just give the engine little more boost and you'll be happy?

I like to swap a 4BT into a Ranger myself.. and if i had the $$$ force like 40+ PSI into it :)
 

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Discussion Starter #15
because. The 6bt only weighs 200 more lbs. 6BT is cheaper and easily found. Stock 6BT has more power than a modded more expensive 6BT. 6BT sounds better 4BT sounds like a tractor.....6BT will fit in the mn12 bay without firewall mods (maybe a little bit of tunnel massaging however)
 

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Hmm I search Ebay, and 4BT seem to be a hair cheaper, if not in the same price range..
Also i bet the 3.9L 4BT will get better gas mileage then the 5.9L 6BT.
and from the Videos i heard online and The Trucks with them in person, the 4BT doesn't sound bad, unless you plan on not running an exhaust?? :eek: then again almost anything will sound bad then

also the 4BT has the same HP (least the latest) as the 3.8L Gasser that comes in Fords of the MN12 vintage (130hp), but i'm certain a fair amount more torque :)
and there's guys compound boosting the 4BTs (with nearly instant boost to) too around 50-60 PSI.. So you can get the `modded' 4BT (and odds are not to extremely too) to have the same power levels as a stock 6BT
 

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Discussion Starter #17
they will still sound different either way. I always love driving a 6BT with an open exhaust. Love the big rig sound. Around here I can find drivetrains and complete donor trucks in the 1000-2000 range. I rarely see a 4BT around here for less than 2000 for just the motor. Also then consider the cost to bring the 4BT up to the power level of a stock 6BT. The 4bT also dosent have that much room for future gain. You can turn the power up on the 6BT pretty high.
 

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Discussion Starter #19 (Edited)

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Discussion Starter #20
may have one for 250$ but woulnt be able to pull it until next weekend. The rear trailing arm mounting may be a pita
 
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