FINALLY some progress. Took forever just to get these parts but at least it's a start :)
Eagle 4340 balanced forged crank and Eagle ESP H-beam rods
ARIAS forged pistons

11.8:1, I like the sound of that, good luck mang

I'm just a little confused. The mod motor is going where? And, are the parts shown going to be used in this transplant? (I may be the only one on this forum who's actually driven an LS with a 4.6/5.0 engine in it) PM me if I can add any info!

KS

the stroker kit is going in the 4.6 which in turn is going in my 2000 LS.
Performance Driven here in indianapolis is doing the build and install.

How do you intend to address the interference between the intake manifold and the hood? The McLaren prototypes used a custom-cast (from magnesium) intake manifold that was 'squashed' enough to gain the necessary clearance while still retaining the 'production' flow. The engines they used made use of Nikasil-process cylinder treatment and were said to make 420 HP.

KS

Is the 4.6 that much taller that it won't fit under the hood? I want to have a custom hood done eventually so if it doesn't fit I guess that will be the time to do it.
Or I could just run without a hood. (little joke there)
I should be well over 400 to the wheels with this build. I would love to See 450 N/A but only time will tell.

I have the same hood clearance problem if I go to an Aston Martin intake manifold to get past the rigidity problem with the composite---Jaguar---one. I had hoped to find a carbon fibre 'blister' for the hood. Luckily for me, I can at least get the car running before facing the problem. I'm told that it's when going over ten pounds of boost that I'll have to pay attention.

KS

I'm staying N/A so I'm using a PI manifold. trick flow make an aluminum manifold for boost. but they are extremely proud of it. 800 bucks compared to 200 for the PI.
I'm told I would only get about 15 extra hp. so unless things change in the future I'll be a running the PI manifold.
as far as the height, I believe they are both the same. but I don't know how the 4.6 compares to the 3.9 in that regard.
thank you for the heads up. I will have to look into it..

If I were to have to buy an A-M intake from the dealer, it would cost about 5K. That's VERY unlikely, but I don't know just what the answer is at this point. I can have one fabricated for less. I'll do all the sorting-out with the Jag piece.

KS

Should have went with an ls1.

Should have went with an ls1.

Why do you say that?

He must like the look of S H I T in the engine compartment.:)

KS

I thought that other LS looked good with that LS1.

An LS with a LS1 makes sense to me.

An LS with a LS1 makes sense to me.

so does you falling in a fire.

Dude I already told you once I fell in a fire and survived...come up with something more original.

I like this idea. Making a LS Lincoln should have. I've heard that stroking a 4.6 give little to no improvement unless you add forced induction ???

I've heard that too. The gain in displacement is not enough to notice a difference. However, I'm hoping to see the big gains from the increase in compression and air flow from the TSF heads.

it will be an interesting read on how they address the PCM match issue....

I'm very interested in this build. I might have to make a drive down your way when you get it up and running.

Dropped off the rear end parts at the shop today.
I told them once they have a bracket made that a few guys on here might be interested in one so to keep that in mind before they install it.
Also the machine shop has the block finished.
They're picking it up tomorrow and dropping off a NPI 4.6 head to be cleaned up. We were planning to use Trickflow heads but after more research it turns out the TFS heads are really only good with forced induction. So there's no reason to spend the money when i'm staying N/A with this build.
Brian has a flow bench and is experienced with porting so he's going to experiment with the stock heads and go from there.

I am interested in this build for sure.I keep thinking about buying an LS and slapping in a 4.6 3V in it.

This should be a real fun ride when all said and done.

block has to go back to machine shop to be honed again. not quite enough clearance in the four center cylinders.

We were planning to use Trickflow heads but after more research it turns out the TFS heads are really only good with forced induction. So there's no reason to spend the money when i'm staying N/A with this build.
Brian has a flow bench and is experienced with porting so he's going to experiment with the stock heads and go from there.
Where did you read that at? I know it is a carb build but this stock displacement looks like it made some good power.Don't know how the stock PI intake would do with them though.But than again some properly prepped PI heads can make some decent power.

http://www.hotrod.com/techarticles/engine/hrdp_1006_trick_flow_cylinder_head_upgrade_for_2_v alve_46_l_ford_modular_engines/index.html


Have you taken any measurements to see how it will fit?

Only time will tell what we can get out of a NPI ported head.

I'll try to find some numbers for you. But in the mean time here are some things to consider about the power gains that trickflow got using their heads
1 compression is raised with 38cc chambers
2 they used their own TFS intake instead of the stock or even PI intake.
3 TFS Cams were used...not sure which ones though.

Not to say that the heads aren't a great design over Ford factory heads
Buy for the price they're asking it just isn't worth it for me when I already have a set of NPI heads to test on.

Also along those lines...consider NPI vs PI setup. The PI setup puts out more power...with the help of a redesigned, better flowing intake manifold and different cams. It just makes me wonder how much of the power is really coming from the design of the head itself.

Just my thoughts. Any input is welcome.

Whats up with the cast iron block?

what about it?

Just extra weight. I hadn't noticed that.

yeah it is. but not enough to make a difference in my opinion. and I got a really good deal on the engine, trans, ecm and wiring harness.

Only time will tell what we can get out of a NPI ported head.

I'll try to find some numbers for you. But in the mean time here are some things to consider about the power gains that trickflow got using their heads
1 compression is raised with 38cc chambers
2 they used their own TFS intake instead of the stock or even PI intake.
3 TFS Cams were used...not sure which ones though.

Not to say that the heads aren't a great design over Ford factory heads
Buy for the price they're asking it just isn't worth it for me when I already have a set of NPI heads to test on.

Also along those lines...consider NPI vs PI setup. The PI setup puts out more power...with the help of a redesigned, better flowing intake manifold and different cams. It just makes me wonder how much of the power is really coming from the design of the head itself.

Just my thoughts. Any input is welcome.
I understand that you are on a budget and you are doing this swap with what you already have.And what I have just read is that you can get NPI heads to flow near what stck PI heads so I don't know if it would be really worth it to get them ported.And the intake is only one thing in power.The heads themselves are where the real power is.

If you are on a budget and most of the time that is the case than yeah stick with what you got.And if you just want to see what the NPI heads can just do than I get what you are getting at.Just curiosity.And that is cool.But since you do plan on building a stroker motor I would say find some PI heads so you are not just starving the engine of better flow.

Here are two articles that have some info.There is another one but I can't find it right now.
http://www.mustang50magazine.com/techarticles/17518_96_98_two_valve_engine_upgrades/index.html

http://www.mustang50magazine.com/techarticles/23018_reworking_stock_two_valve_cylinder_heads/index.html



I will admit that there is some interest to what the NPI heads will do with a stroker build.

It's mainly curiosity at this point. Brian just wants to see what numbers he can get from a NPI head. They're doing the porting right there at the shop and he has a flow bench in house.
In other news, I got a good deal on a PI intake on eBay last night. 145.00 with shipping.

Off the top of your head.....
If you take a stripped down NPI and a PI head and set them next to each other...what's the differences in the two?

I know the port shapes are different. The PI intake manifold is not an exact match to the NPI heads but some port-matching work can be done. Some people just used RTV.

I never looked at my NPI heads much but saw the PI heads through and through while I was putting my aluminum engine together for my Mustang.

I think this is the only pic I have from when I was replacing the valve springs. I believe you're more lift-limited on cams with NPI heads than PIs based on the profiles of the aftermarket offerings for each.
http://i19.photobucket.com/albums/b165/mrshl13/Auto/heads_cams.jpg

Thanks for the info!
I have heard that about the PI intake and NPI heads. that shouldn't be a huge problem.
The cams will most likely be custom ground no mater what head I end up using so that won't be an issue.
What setup did you build for your mustang?

Aviator short block (aluminum 4.6 w/ shallow dish pistons for 32v heads... ~ 90 lb lighter than iron IIRC), stock PI heads, PI intake, VT Stage II cams, Comp Cams valve springs, Thunderbird timing cover (to match the aluminum block & PI heads combo), Cobra oil pan/pump/pickup tube and windage tray, Hooker LT headers (never doing slip-fit again or LTs on an SN95/NE with stock K-member again!), matching X, Dynomax Super Turbos and stock pipes.

It put down 302 RWHP but pinged on stock timing w/ 93-octane gas so my tuner backed off 3 degerees. It still moved but I wanted more so I threw on a Snow Performance Water/Meth injection kit and had it advanced 2 degrees past stock before I sold it and it still wasn't pinging. I tried 2 heat range colder plugs and they helped a little but my baby was an alcoholic.

Here's a pic of it assembled. I call it "MILF":
http://i19.photobucket.com/albums/b165/mrshl13/Auto/MILF.jpg

And the dyno sheet. I realize it's not SAE corrected and the temp for the earlier run is screwy. Lower numbers are -3 degrees timing:
http://i19.photobucket.com/albums/b165/mrshl13/Auto/Dyno.jpg

How the hell are you going to stuff those headers down inside the LS?

What about the ground clearance on that oil pan?

How the hell are you going to stuff those headers down inside the LS?

What about the ground clearance on that oil pan?

Lolz....that's not my engine. That's not even my post.

Yeah I wouldn't even try that isht in a Mustang without a tubular k-member again! 2 of the primaries on the driver's side wrapped around the steering shaft, requiring the slip-fit horror that had me smelling like a weedwacker every time I exited the car. I suppose I could've had them welded.

Yeah I wouldn't even try that isht in a Mustang without a tubular k-member again! 2 of the primaries on the driver's side wrapped around the steering shaft, requiring the slip-fit horror that had me smelling like a weedwacker every time I exited the car. I suppose I could've had them welded.
meh, it's not bad. just dropped a dohc from a mark into my 04 v6. Engine/trans/longtubes all in one shot.

OP, sounds good. I'm in indy also. Can't wait to see finished product. You're putting a mustang engine in your lincoln and im putting a lincoln engine in my mustang....

8.8 swap brackets are welded in for the rear end. The front sub-frame mount bushings were starting to crack and they aren't replaceable. Only way is to purchase entire sub-frame from Ford. So they are going to cap them off instead and weld solid mounts in place. I'll get pictures as soon as I can. My computer decided it has had enough and I can't load pics from my Evo.
Also, my rear tie rod bushings are shot so they're going to fab tie rods with heim joints instead of paying prices for new.
Sway bar bushings will be replaced as well.

Cool project. What trans you using....sorry if I missed it.

Cool project. What trans you using....sorry if I missed it.

Just an auto trans from a 99 crown vic P71. It's getting built to handle the power though. There's quite a story where the engine and trans came from.
originally it was all from a 99 p71. My friend's 99 f150 had some head problems so we exchanged long blocks since i'm going to be replacing everything anyway.
So the block and heads are from a 99 f150 and the trans from a 99 P71
It's all apples to apples though :)

Gotcha.

Just an auto trans from a 99 crown vic P71. It's getting built to handle the power though. There's quite a story where the engine and trans came from.
originally it was all from a 99 p71. My friend's 99 f150 had some head problems so we exchanged long blocks since i'm going to be replacing everything anyway.
So the block and heads are from a 99 f150 and the trans from a 99 P71
It's all apples to apples though :)

IIRC '99 heads might be a little short on spark plug threads (Lightnings had a habit of blowing them right out of the heads). You should be fine N/A but if you ever throw boost at it you may want to get some inserts first.

meh, it's not bad. just dropped a dohc from a mark into my 04 v6. Engine/trans/longtubes all in one shot.I have large hands and (now scarred) fingers. It was not fun for me. I'd just do a tubular K next time. Much lighter and easier to drop it or swap suspension components.

Lolz....that's not my engine. That's not even my post.

Sorry man, I miss read. What's the tranny? AODE, or 4R70W? The 4R70W has lower gear set inside.

How is the project coming along?

not much new to report on yet. I dropped off the gears on friday hello there going to install the gear set today. and also work on welding the solid mounts that are replacing the rubber bushings on the subframe.

Cool project. What trans you using....sorry if I missed it.

sorry it took so long to get back to you on this. it's a 4r70w trans

What the story on the driveshaft, does it need to be lengthened or shortened?

Is the 4.6 that much taller that it won't fit under the hood? I want to have a custom hood done eventually so if it doesn't fit I guess that will be the time to do it.
Or I could just run without a hood. (little joke there)
I should be well over 400 to the wheels with this build. I would love to See 450 N/A but only time will tell.



Please don't take this the wrong way but it is a REAL tall order to think you are going to hit 400-450rwhp on a SOHC 4.6, especially on the PI intake manifold. Most people that fully build their SOHC 4.6's for N/A hit maybe 350-360rwhp give or take. Some a bit more but it is RARE. 400-450rwhp is built DOHC 4.6 territory, not SOHC. Not meaning to rain on your parade but I have been in the Mustang scene for a while and built my fair share of 4.6's for N/A, DP Nitrous, and blown applications. I wish you the best of luck but don't be too surprised if you dyno quite a bit lower than your expectations once you get the car on the rollers. Cool project by the way!

He must like the look of S H I T in the engine compartment.:)

KS

LS1,2,3,6,7,L76 and L92's are some real badass engines. Mod em for huge power while N/A and simply phenomenal power when blown. But I do agree that Ford engines should go in Ford vehicles and GM engines in GM vehicles though. :cool:

Hey there, IlLS. Good to hear from you! (As a loyal Ford guy, I don't agree with your first statement, and DO agree with the second!)

KS

Cool project!! :cool:

Any progress?

:GotPics: UPDATES :wrench UPDATES :yourock:

:GotPics: UPDATES :wrench UPDATES :yourock:

I was wondering the same, I was thinking about doing this, seems like the VVT is a curve ball though? I have someone checking on possible VVT elimination like the LS chevy guys do.

Update??

I take it this never went anywhere?