[BaggeD BoooosH]

ok my original motor went in my bird i have had several ideas

as in 1 putting in the 5.4l triton v-8

i am wonder if i can put the mustang gt 4.6l dohc

or am i better off with the mark viii im stuck dont know what to do

i would like to stay away from the stock

if you could please help me with any ideas and or pages that give
examples and or pictures of intsallation i already got the 5.4l of the tech articles

thanks for your time and help
i appriciate it

thanks again
tommy

 

[ShadowDragon]

Personally I would go for the 99+ GT.

The 5.4 Triton will give you hella torque, but you can outrun it with the 99+ GT and a blower.

The MarkVIII, although sweet would probably be the most expensive unless you can find a really cheap donor engine since it's dohc you will need to redo the wiring and the EEC.

What year is your bird? If it's 96-97 the 99+ GT is by far the easiest.

 

[4 Cam Bird]

The GT is SOHC not, DOHC. I am kind of laughing at the suggestion that the SOHC 4.6 motor with a blower will out run the 5.4. This would go hand in hand that a 5.4 with a blower would once again outrun the 5.4. The Mark swap requires lots of wiring, I am just completing it, see my post on it for more info and ask questions then if you have them. If you have someone to do the wiring for you I recommend it, if you have the wiring service manuals for both cars (Mark and Bird) and a very strong knowledge of electrical systems and can do it yourself, then definitely go for it.

 

[ShadowDragon]

Didn't we beat the 5.4 vs 4.6 thread to death in the last incarnation of this board.

 

[BR1]

yes, it was beat to death like 5 times. i say....end this one NOW!!!!!

 

[bmac]

I wish I could be stuck like that. lol I dont think I will EVER be able to swap engines.

 

[GreenBird]

I wish I could be stuck like that. lol I dont think I will EVER be able to swap engines.

and why bother? you can make 300rwhp on the stock block and still be quite reliable AND run pump gas.

 

[bbickers]

and why bother? you can make 300rwhp on the stock block and still be quite reliable AND run pump gas.

Forgive my intrusion into this thread...

Is there a "magic" combination of parts to get to that 300rwhp (340fwhp :O)? PI heads, blower? I have a 97 with 43k on the clock that I would love to have that kind of power. Thanks!!

 

[Robinson]

Forgive my intrusion into this thread...

Is there a "magic" combination of parts to get to that 300rwhp (340fwhp :O)? PI heads, blower? I have a 97 with 43k on the clock that I would love to have that kind of power. Thanks!!

FWHP? are you crazy? there will be none of that around here

the allen kit is capable of getting you to that much hp on a stock tbird 4.6, A-Train gets 325. PI heads with a blower is asking for bottom end problems.

 

[bmac]

and why bother? you can make 300rwhp on the stock block and still be quite reliable AND run pump gas.

Thats True

 

[bbickers]

FWHP? are you crazy? there will be none of that around here

hehe...sorry about that. I should have said flywheel HP.

the allen kit is capable of getting you to that much hp on a stock tbird 4.6, A-Train gets 325. PI heads with a blower is asking for bottom end problems.

So, just the AED kit? That's pretty impressive. Sounds like a plan.

 

[Robinson]

dont forget, if you go with the AED kit, to be a TCCoA member and tell them we sent you.

$$$

 

[GreenBird]

hehe...sorry about that. I should have said flywheel HP.

So, just the AED kit? That's pretty impressive. Sounds like a plan.

LOL no. the AED kit is just the main upgrade. You must support it with other parts.

80 or 90mm MAF
75mm TB
JBA headers or custom long-tubes
full exhaust
tuning (custom, not just popping on a inject-tech)
Transmission upgrade
new drivetrain mounts and bushings if your are worn.

PI heads with a blower is asking for bottom end problems.

Agreed (still talking about the stock short block).

 

[A-Train]

It is possible...

bbickers,

It is possible to make 300 HP with an AED kit a little to no modifications. I came close with an out of the box AED kit and just a few bolt ons. 250.2 RWHP and 306.6 RWTQ (SAE) with the AED kit, the stock EEC, the fmu, stock injectors, stock exhaust manifolds, stock airbox, stock cats (all of them) and a factory transmission. That's 286 HP and 350 lb.-ft. of torque at the flywheel.

Now once again EECDOC runs non-PI heads that are stock on a stock 1995 ROMEO 4.6L engine. With the AED kit on top and a few wise modifications, he made 308 RWHP and 390 RWTQ (SAE) and runs 12.7's @ 107 mph all day. That's 352 HP and 446 lb.-ft. of torque on tap.

Greenbird,

Just a few points of disagreement.

I made 325 RWHP and 380 RWTQ with stock exhaust manifolds. You don't need JBA or custom headers to make power. It will help, but it's not required. I also runs cats and just Borla cat-back exhaust. The two cats are high flows, but it passed emissions in NJ with fying colors.

Doc and I run a 70mm throttle body. 75mm will benifit the AED more, but we both still made over 300 RWHP with a 70mm throttle body. So a 75mm unit is not needed nor will it fot the AED kit's inlet opening. Not without major grinding/porting.

I used a 73mm MAF for a while and it worked well but was pegging lower than the stock MAF was. When I went for a tune, I also upgraded to larger injectors, a Lightning 80mm MAF and I eliminated the AED fmu. The air meter is needed to keep the voltage from pegging with the AED kit. I don't think you'll see a huge difference between an 80mm and a 90mm L-MAF on an AED kit. Not unless you have a highly modified AED kit and 4.6L.

I agree on the tune and the transmission upgrades. However, you do not need new transmission mounts and bushings to make power with the AED kit.

Carry on gentlemen,

A-Train

 

[MagerThom]

A few more AED numbers....

For whatever value they may be -

My AED setup incudes (suggested by "you know who"):

30# injectors
80mm LMAF
70mm TB
FMUless
Inject-Tech EEC
'99 GT Air Tube
AWSF22C Copper Plugs
Plenum located Temp Sensor
Autophysics Cone
___________________________
6# Pulley
Unmodded Block, Heads, etc.
OEM Exhaust

In February of this year the "Man" dyno tuned my
setup on a Dynojet, ambient air temp was about 60
degrees. My numbers were:

266rwhp
312rwtq

Not too bad, but not great either. I'm opening up the exhaust,
two degrees have been added to total timing since the dyno
run, I'll be making a couple of other mods also, in the next
few weeks (I hope), and when the air temp cools down in a few
months - I'll go for another dyno pull and will be glad to
report the results.

A-Train -

Thanks for the post - you ought to run a weekly
AED 'Tips" column. Of all the knowledgeable SC/AED
people out there - you're the only one that stops by
and cleans up our mistakes.