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Message: <blockquote data-quote="96blak54" data-source="post: 1450526" data-attributes="member: 14727">Sorry evil, its bad info. I like that you are trying to help tho. Your best attribute!Modular history info coming.....Lincolns got the dohc 4v 4.6l first. Cobra was the last. Lincoln and first gen cobra both got the B series head castings. Lincoln B heads have under cut valve guides, needing out of production valve seals....however....simple solution is to have a machine shop swap the valve guides out for the updated versions used in every other modular head.Lincolns got a reduced performance cam to match the reduced performance intake manifold, mostly set up for drivable torque and fuel milage. Cobra got the higher performance cam and intake manifold. Lincolns got 6 bolt cast cranks, cobra got the forged 8bolt crank.Pistons were the same dimension wise, but the lincoln may have gotten a heavier version where added materials aiding in bore support to reduce noise. Still the same hyputectic tho.Conrods were the same, but if my memory serves me right, the earliest lincolns were pressed wrist pin rods like the early F-series truck did in 97. But i could be recalling early 2v engines with the 5.0l bell housing pattern, cause im thinking lincoln got the better engineering over the plain ol'ford models.Lincoln got the 2v oil pump, cobra got the high output 4v oil pump.Lincoln got a normal water pump, cobra got the high output.Lincoln untill mid 97 all got the straight valve springs. Cobra started with the high performance conical valve springs along with the known cobra cams. Either valve spring can work in either head.The car its self is worth driving...in my opinion. If the car only needs little to bring it to road worthy and its not rusted out or banged up, it would be a fun driver!Forgot to add, the fwd blocks mounting points are different and the bellhousing is half of what a normal rwd block is. This is due to a much smaller tranny for packaging reasons.Sent from my SM-G900P using Tapatalk</blockquote>