Silver95bird
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I haven't made up my mind. Pi intakes are easy to get, as are adapters, but much like the NPI vs PI thing, I'm not giving up just because everyone on the corral does. Lol.
2v 5.4l swap thread
- Thread starter 96blak54
- Start date
Stock982v
Member
Love the thread , I'm doing a 5.4 swap also.
OP
OP
The swap is a bit of a headache, however all together fun.
Do you plan to stay naturally aspirated or forced induction?
Do you plan to stay naturally aspirated or forced induction?
Stock982v
Member
I've been thinking about putting it in N/A while I gather the Sc items.
OP
OP
I can say torque output makes for a fun driving car n/a. Where the 4.6l chuggs in overdrive, the 5.4l is like a rocket. Likewise, the 5.4l is the opposite of the 4.6l. The 4.6l is stronger in the upper rpm the 5.4l is slower meaning 4000rpm shifts.
Youll like it. Most importantly have fun.
Youll like it. Most importantly have fun.
OP
OP
Ive once again swapped 5.4l builds.
This build go-around consist of all stock components except cams. Stock cast crank, factory rods, factory cobra flat top pistons, valve springs, i even re-used the head gaskets and bolts from the 18.1compression build.
This puts the compression at 13.1static with the milled .120" ported npi heads and i must say WOW!
Cams are compcam 274
Car isnt as torquey on the bottom end as i remembered with a long runner intake, but ive been squeezing out 6500rpms with this hacked eddy and thats unlike any other time before. Pulls great from idle to 5500rpm and then a jolt of power kicks in.....i dont know. I speculate the arrangement of lifters used. Intake lifters are like new and the exhaust are from an old 4v designed for low seat pressure like 80lbs. I speculate high oil psi changing the caracteristics of the intake lasher and marginally on the exhaust lasher.
Understand that a stock pi lasher handles only around 90lbs of valve seat pressure with a heavy valve, while a npi head climbs up to 130lbs seat pressure and very light valve. The same lasher out of the pi head into the npi head wont have the same caracteristics cause of oil feed and mechanical strains.
Speculating its all gonna fly apart, ive been wringing the shat out of it! To my amazement it runs very strong. Although it still needs a tweeked tune.....im surprised!
Sent from my SM-G900P using Tapatalk
This build go-around consist of all stock components except cams. Stock cast crank, factory rods, factory cobra flat top pistons, valve springs, i even re-used the head gaskets and bolts from the 18.1compression build.
This puts the compression at 13.1static with the milled .120" ported npi heads and i must say WOW!
Cams are compcam 274
Car isnt as torquey on the bottom end as i remembered with a long runner intake, but ive been squeezing out 6500rpms with this hacked eddy and thats unlike any other time before. Pulls great from idle to 5500rpm and then a jolt of power kicks in.....i dont know. I speculate the arrangement of lifters used. Intake lifters are like new and the exhaust are from an old 4v designed for low seat pressure like 80lbs. I speculate high oil psi changing the caracteristics of the intake lasher and marginally on the exhaust lasher.
Understand that a stock pi lasher handles only around 90lbs of valve seat pressure with a heavy valve, while a npi head climbs up to 130lbs seat pressure and very light valve. The same lasher out of the pi head into the npi head wont have the same caracteristics cause of oil feed and mechanical strains.
Speculating its all gonna fly apart, ive been wringing the shat out of it! To my amazement it runs very strong. Although it still needs a tweeked tune.....im surprised!
Sent from my SM-G900P using Tapatalk
Where did you cut the .130 from? Head , deck or both total?
OP
OP
Just the heads...lol
What did you use for chain tension adjusters? Longer pistons? I am at .092 total cutting, heads and deck and my chain slack is big and the chain wants to jump easy.
OP
OP
Yes, i made a set of longer tentioner pistons and used washers as spacers behind the pistons so there was little slack.
OP
OP
Thought i would share 4.6l and 5.4l intake gasket differences. Blue is the 4.6l and black is the 5.4l. Picture shows a larger water port for the 5.4l.
AStangThang
Member
From here it looks like quite a bit extra material around the port whole. Nice find brotherThought i would share 4.6l and 5.4l intake gasket differences. Blue is the 4.6l and black is the 5.4l. Picture shows a larger water port for the 5.4l.
Patientzero
Member
I'm surprised nobody does 3v swaps. I was looking at it as an option before I did my LS3. From what I understand if you lock out the cam phasers you can even use the stock 2v computer to run it. Pretty big jump in power over the 2v and a much more modern looking motor.
Silver95bird
Active Member
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Got a 4" cowl to clear the throttle body over the top of the alternator?
AStangThang
Member
Here's my old 4.6L fel-pro gaskets. Just like your bro.
OP
OP
Although most heads used are the 4.6l 2v heads and the use of either gasket will still work with either head type, it is something to look out for when using 5.4l heads. The 4.6l gasket will orifice the coolant flow. And it may not really be that big of deal.
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