I did a 5.4 racing short block with the 44 cc TF heads and a Whipple 3.4. Made 668 on 93 with 17 lbs and 890 on VP 103 with 22 lbs. The 2v will make oodles of reliable power if you do it right.
bro i beg you to drop the links to the parts you ordered. Im tryna make my dads van as fast as possible. Im only 16 but im gonna buy it off of him since so many memories have been made in it.
@@Cert.Backyardbs Nothing I can really tell you other than what I described. I shopped around until I found the best price for each part. The whipple was 5K, short block was 5K and heads were $2500. All the other stuff like larger injectors, fuel system, ARH exhaust and other consumables was close 7k. The real thing that makes power is assembly knowlege and tuning.
Very good info on the time line, but still missing the 5.4 32 valve/DOHC V8 that came in the Lincoln Navigator from late 1999 - 2004 And Lincoln Blackwood(2002)
So I liked the video, subscribed and hit the bell icon because I too have a 5.4L 2V from my 2000 F-250 super duty that I REALLY would like to get more power out of so I'm very interested in seeing the results of this tear down and rebuild. I may want to copy what you did, but I'd also like to see a cost break down too to see if it's worth it
We’re expecting like 480HP at the crank, but we are sacrificing some low end torque as the motor is going in a very light car. For your F-250 I would suggest looking into fitting a supercharger from the lightning. That would yield fantastic results for a big truck. Then from there you can look into engine internals. To put a lightning blower on an N/A 5.4 2V you need the supercharger, throttle body, air intake, injectors, rails, intake manifold with the air to water intercooler, heat exchanger for the intercooler, harmonic balancer, and a few other front drive components, and a tune. Best would be to find a lightning and part it out.
The weakest link in the 5.4 2vs is the connecting rods. Everything else you’re good for 500 whp. Although if you’re going into the block that deep it doesn’t hurt to consider pistons. Definitely ARP bolts, it’s a no brainer. I agree with the supercharger especially for low end on a super duty
I hv a 99 lightning. 5.4 2v. Its got 275,000miles. And im nearly certain it has never had anything done to to the internals. And it has seen the 5200rpm's on the rev limiter thousands of times! It does not burn a drop of oil to this day. I know its hard to believe.
Looks either the head gasket blew or the engine sat for a long time judging by the grime belt in the water pump hole. Love the maticulous careful treatment.
You are supposed to install cam lock tool on both cams BEFORE removing the timing chain. Also it is best before removing the timing chain you lock t he e cams in their proper timing position. This way you won't crash a valves into pistons
The 5.4 3v was the onery child of the bunch and the one you really need to be careful with. The 5.4 2v up to 2003 are much better propositions and can go a looong way with no problems. Great vid.
@@garagegurutv6419 Looking forward to it, planning on doing most of these mods to my 2v this winter. Pretty happy to find a good teardown and install video like this.
Hi I'm Chris I have a 2008 Ford f150 2wd supercrew with a 4.6l in it and want to put a 5.4l in it and was wondering if it possible to do that and what all would I have to change to make it work if don't mind giving me advice I'd really appreciate it thank you
The 3V wasn't necessarily a bad motor either they both had the unfortunate problem of having crappy cylinder heads that limited power production and having severe lack of engine displacement options and with the 3V introducing the notoriously bad cam phasers it was a recipe for disaster, it's awesome that ford figured out how to give Chevy a run for it's money with the 5.0 though Chevy or dodge for that matter simply just can't make pushrods compete with fords twin independent variable cam timing without the extra cubic inches
Came from a 2000 Expedition! Specifically looked for a 99-00 5.4 so we would have the forged crank and pi heads (if we didn’t end up using the much better Trick Flow heads)
Thanks for the great info. Im trying to figure out which engine my $300 van has in it. 98 e150 club wagon. Seller said 5.4. The parts i bought fit. Later i did a vin search & it says 4.6 2v. What's confusing me is that mine has spark plug wires & the coils are all at the front of each bank. The boots on the plug end look the same as the COP style. Straight boots not angled. The sticker inside the driver's side door says void + inspected by Washington state patrol.
So I’ve got the CNG version of the 5.4 f150. Natural gas has a ‘octane rating’ of 120. So it can handle lots of compression. This motor also comes with hardened valves and valve seats. Any ideas on power mods to utilize the 120 octane? Turbo, supercharger. Or a big cam and mill the head?
That’s really cool! I do not know much about CNG vehicles and the performance of them, but what I will say is that the best bang for your buck power for the 5.4 2V in trucks is getting a supercharger from a lightning. You have me interested now in performance applications for CNG! I will have to ask some of my SEMA friends about it!
what would you guys say would be a good point to build an 01 2v 5.4 to? id like solid power, as well as a good chunk of N/A power before i find a solid supercharger to put on her, wanna have my 01 F150 rip
I have a 4.6. I was thinking about getting the Twisted wedge top end kid. You mentioned needing to change the bore. I was under the impression that the heads were direct bolt on and the block didnt need modified. Is that correct for a 4.6 from a 96 Mustang?
There are two 4.6/5.4 heads offered from trick flow. The 185s and the 195R heads. The 185s will bolt right on to the stock bore. The 195R heads require a bore of at least 3.572” or .020” overbore to clear the larger valves
@@garagegurutv6419 Thank you for clarifying. I want to tackle this on my car, but I'm a bit nervous, since I don't have experience with doing engine work this extensive. Do you have any recommendations?
@maccius yes hire somebody with the right tools and knowledge. For a seasoned mechanic its still a big Job. Lots of stuff that needs to be perfect or destruction happens.
Thanks for the support! You are half right about 5.4s having little aftermarket support. The 4.6s got WAY more love but luckily the 4.6 heads cams intakes and many supercharger kits bolt right on or simply require an adapter plate. Don’t forget about the lightning aftermarket as well!
Purposefully didn’t include them. They are a fundamentally different engine. All of the motors listed share the same bore spacing, deck height (mostly), and many parts. The 6.2 Boss has a different bore spacing and shares zero parts with the Mod motor family. Nonetheless they are badass workhorse engines!!
Love my 2 valve but there are many many 3 valves out there with well over 300k hard miles on them. They’re very sensitive to maintenance. And ya terrible design overall and it can be a total Crap shoot to buy used. I personally would never buy a 3 valve now
As a new subscriber, I wanted to comment. The video quality was great. However, you went way too far into the ford mod lifeline and all of us watching this video already understand what a SOHC vs DOHC motor is. Maybe going into more depth of things like measuring cam lobe wear or something else. I ended up skipping past those parts of the video as they were wasted on me. For most people who have their motor on a stand already understand most of what you said already. I did appreciate the bore measuring. :)
I would counter your point with my own. I am new to this line of engines and didn't know any of this out side of the the 4.6 and 5.4s in their various valve configurations. I haven't found many good history videos, do you have any links on tap?
With the revised cam phasers and a whipper they are astoundingly reliable and torquey! The early ones did have their issues, but once rectified they really are great. Have had a couple of them myself!
I did a 5.4 racing short block with the 44 cc TF heads and a Whipple 3.4. Made 668 on 93 with 17 lbs and 890 on VP 103 with 22 lbs. The 2v will make oodles of reliable power if you do it right.
bro i beg you to drop the links to the parts you ordered. Im tryna make my dads van as fast as possible. Im only 16 but im gonna buy it off of him since so many memories have been made in it.
@@Cert.Backyardbs Nothing I can really tell you other than what I described. I shopped around until I found the best price for each part. The whipple was 5K, short block was 5K and heads were $2500. All the other stuff like larger injectors, fuel system, ARH exhaust and other consumables was close 7k. The real thing that makes power is assembly knowlege and tuning.
@@Cert.Backyardbs do heads cam and a used gt500 blower off eBay and you can make some decent power
@@Cert.Backyardbs damn he's selling it to you that's fucked up
Glad to hear i got a tall tower single cam over yead 5.4 in my van and wanna upgrade it fully
Very good info on the time line, but still missing the 5.4 32 valve/DOHC V8 that came in the Lincoln Navigator from late 1999 - 2004
And Lincoln Blackwood(2002)
8:48
Glad you got new heads. The look on your face when that head hit the ground priceless.
Yes just what I need rebuilding my 2003 Harley Davidson F150 right now
Anxiously awaiting the next video to see what this thing makes!
Thoroughly appreciate the work it took to make such a good video. Nice work and thanks for sharing.
excellent production, you look and sound like you should be doing the sat and sunday morning hotrod shows!
So I liked the video, subscribed and hit the bell icon because I too have a 5.4L 2V from my 2000 F-250 super duty that I REALLY would like to get more power out of so I'm very interested in seeing the results of this tear down and rebuild. I may want to copy what you did, but I'd also like to see a cost break down too to see if it's worth it
We’re expecting like 480HP at the crank, but we are sacrificing some low end torque as the motor is going in a very light car. For your F-250 I would suggest looking into fitting a supercharger from the lightning. That would yield fantastic results for a big truck. Then from there you can look into engine internals. To put a lightning blower on an N/A 5.4 2V you need the supercharger, throttle body, air intake, injectors, rails, intake manifold with the air to water intercooler, heat exchanger for the intercooler, harmonic balancer, and a few other front drive components, and a tune. Best would be to find a lightning and part it out.
The weakest link in the 5.4 2vs is the connecting rods. Everything else you’re good for 500 whp. Although if you’re going into the block that deep it doesn’t hurt to consider pistons. Definitely ARP bolts, it’s a no brainer.
I agree with the supercharger especially for low end on a super duty
I hv a 99 lightning. 5.4 2v. Its got 275,000miles. And im nearly certain it has never had anything done to to the internals. And it has seen the 5200rpm's on the rev limiter thousands of times! It does not burn a drop of oil to this day. I know its hard to believe.
No it's not hard to believe for others that own mod motors
Looks either the head gasket blew or the engine sat for a long time judging by the grime belt in the water pump hole. Love the maticulous careful treatment.
My favorite engine in f150 5.4 2valve Windsor
You are supposed to install cam lock tool on both cams BEFORE removing the timing chain. Also it is best before removing the timing chain you lock t he e cams in their proper timing position. This way you won't crash a valves into pistons
Wasn’t planning on reusing any of the valvetrain/rotating assembly. If I were reusing those components you are absolutely right
That’s a lot of parts to track and remember where they go!
Looking foward to see how much power these parts gained you!
We are expecting WELL over 400HP. We will post numbers once we get it dyno tuned
3:32 The Ford GT was asperated by a Lysholm twin screw supercharger and not an Eaton.
It’s an Eaton 2300 Lysholm Screw-Type Supercharger per Wikipedia! Lysholm patented screw design, manufactured by Eaton
The 5.4 3v was the onery child of the bunch and the one you really need to be careful with. The 5.4 2v up to 2003 are much better propositions and can go a looong way with no problems.
Great vid.
These are really easy to work on!
Nice video guys, when is the next part dropping? Cant wait to see how all parts come back together
Video is filmed, in the editing process.
@@garagegurutv6419 Looking forward to it, planning on doing most of these mods to my 2v this winter. Pretty happy to find a good teardown and install video like this.
Hi I'm Chris I have a 2008 Ford f150 2wd supercrew with a 4.6l in it and want to put a 5.4l in it and was wondering if it possible to do that and what all would I have to change to make it work if don't mind giving me advice I'd really appreciate it thank you
I think the 5.4 2v was a good motor compared too 3v .
The 3V wasn't necessarily a bad motor either they both had the unfortunate problem of having crappy cylinder heads that limited power production and having severe lack of engine displacement options and with the 3V introducing the notoriously bad cam phasers it was a recipe for disaster, it's awesome that ford figured out how to give Chevy a run for it's money with the 5.0 though Chevy or dodge for that matter simply just can't make pushrods compete with fords twin independent variable cam timing without the extra cubic inches
I hate to break it to you but if that's a 2001 donor engine that's a cast crank 97-00 5.4 engines had a forged steel crank.
Came from a 2000 Expedition! Specifically looked for a 99-00 5.4 so we would have the forged crank and pi heads (if we didn’t end up using the much better Trick Flow heads)
My 2002 lightning as over 280 thousand miles motor never been open not even for timing chain guides
242k still like new. Never been opened up.
Show us how to port and polish that plastic intake
Just might take you up on that!!!
That 4xxxxxx is encouraging for continued maintenance. 1/2 the way home
5.4 2v 💪💪
Great motors!!
Thanks for the great info.
Im trying to figure out which engine my $300 van has in it.
98 e150 club wagon. Seller said 5.4. The parts i bought fit. Later i did a vin search & it says 4.6 2v.
What's confusing me is that mine has spark plug wires & the coils are all at the front of each bank.
The boots on the plug end look the same as the COP style. Straight boots not angled.
The sticker inside the driver's side door says void + inspected by Washington state patrol.
So I’ve got the CNG version of the 5.4 f150. Natural gas has a ‘octane rating’ of 120. So it can handle lots of compression. This motor also comes with hardened valves and valve seats. Any ideas on power mods to utilize the 120 octane? Turbo, supercharger. Or a big cam and mill the head?
That’s really cool! I do not know much about CNG vehicles and the performance of them, but what I will say is that the best bang for your buck power for the 5.4 2V in trucks is getting a supercharger from a lightning. You have me interested now in performance applications for CNG! I will have to ask some of my SEMA friends about it!
I just learned about nat gas 5.4 . But I have never seen one on the road. I wonder what you could do with it. 🤔
what would you guys say would be a good point to build an 01 2v 5.4 to? id like solid power, as well as a good chunk of N/A power before i find a solid supercharger to put on her, wanna have my 01 F150 rip
When are the next parts of this series coming it’s been 5 months!!!!!!!!
Week of thanksgiving! Video is already filmed. School has been crazy this semester! I appreciate the patience…
@@garagegurutv6419 thanksgiving is over… when will the new part drop?
The 2000 Cobra R 5.4 wasn’t all aluminum. It had the truck’s iron block
I have a 4.6. I was thinking about getting the Twisted wedge top end kid. You mentioned needing to change the bore. I was under the impression that the heads were direct bolt on and the block didnt need modified. Is that correct for a 4.6 from a 96 Mustang?
There are two 4.6/5.4 heads offered from trick flow. The 185s and the 195R heads. The 185s will bolt right on to the stock bore. The 195R heads require a bore of at least 3.572” or .020” overbore to clear the larger valves
@@garagegurutv6419 Thank you for clarifying. I want to tackle this on my car, but I'm a bit nervous, since I don't have experience with doing engine work this extensive. Do you have any recommendations?
@maccius yes hire somebody with the right tools and knowledge. For a seasoned mechanic its still a big Job. Lots of stuff that needs to be perfect or destruction happens.
What's the budget for this build?
while i love and appreciate this video, your opening statement got me. the 5.4l 2v have almost no aftermarket support.
Thanks for the support! You are half right about 5.4s having little aftermarket support. The 4.6s got WAY more love but luckily the 4.6 heads cams intakes and many supercharger kits bolt right on or simply require an adapter plate. Don’t forget about the lightning aftermarket as well!
@@garagegurutv6419 so is this intake for a 4.6 and your gunna use adapters?
@@muffdiver777yummy8 that’s correct. I’m making the adapters myself.
where is the follow up video?
Would love to get mine to make that much power but are these engine modifications California legal?
The cylinder heads are CARB legal. This engine is going into a 1929 Model A so no worries there
Yo where can i get a good rebuild kit for one of these
Honestly any of the Amazon ones are pretty good if you are just looking for the gaskets. For pistons and bearings and such, check Summit/Jegs
What did he say at 11:46? Sounded like powdered metal cracked end connecting rods. WTF is cracked end?
You forgot the 6.2 for the HD trucks and Raptors 🙁
Purposefully didn’t include them. They are a fundamentally different engine. All of the motors listed share the same bore spacing, deck height (mostly), and many parts. The 6.2 Boss has a different bore spacing and shares zero parts with the Mod motor family. Nonetheless they are badass workhorse engines!!
This series is awesome! The ford motors are great, except those 3v, which are boat anchors.
You can beef them up so they are decent engines
Love my 2 valve but there are many many 3 valves out there with well over 300k hard miles on them. They’re very sensitive to maintenance. And ya terrible design overall and it can be a total
Crap shoot to buy used. I personally would never buy a 3 valve now
What book are you using?
Where can i get that intake manifold?
It’s the Trick Flow Track Heat Intake Manifold for 4.6L 2V Ford Engines. It is part number TFS-51811002 and is available from Summit Racing!
@@garagegurutv6419 you still need an adapter plate to fit on the 5.4
@@angelarmendariz8844 yes we machined a custom set that are port matched to the intake and the trick flow heads
13-14 gt500 made 600 or so to the wheels on their best day they don't make "above 662 wheel" stock.
what kinda rpm's did u get out of it?
6500RPM
@@garagegurutv6419 out of a 2v, that’s pretty damn impressive
@@garagegurutv6419 edit a 5.4. I didn’t know the 5.4 could rev that high do to its design
@@413-n9k my stock 2v's rpm limit i set it to 6k..lol 09 P71..
This video is like watching a terminator movie lol
As a new subscriber, I wanted to comment. The video quality was great. However, you went way too far into the ford mod lifeline and all of us watching this video already understand what a SOHC vs DOHC motor is. Maybe going into more depth of things like measuring cam lobe wear or something else. I ended up skipping past those parts of the video as they were wasted on me. For most people who have their motor on a stand already understand most of what you said already. I did appreciate the bore measuring. :)
I would counter your point with my own. I am new to this line of engines and didn't know any of this out side of the the 4.6 and 5.4s in their various valve configurations.
I haven't found many good history videos, do you have any links on tap?
@@nevermore9197 I would check out this guy's channel Fordtechmakuloco. He has some of the greatest vids on the mod motors.
Remove rear main seal before you put it on stand
Dyno numbers??
Haven’t dyno’d it yet. Similar 4.6 2 valves make about 380whp. We are expecting over 400whp especially with the “higher” compression.
If you have to ask you are in over your head
The 5.4 3 valve is a horrible motor lol.
With the revised cam phasers and a whipper they are astoundingly reliable and torquey! The early ones did have their issues, but once rectified they really are great. Have had a couple of them myself!
I meant Whipple haha
@@garagegurutv6419 when you say the early ones what years are you referring to?
@@JohnSmith-xx1lx well the 3v came out in trucks in 2004 and the TSB for the updated cam phasers was 07 I think.
@@garagegurutv6419 that makes sense, thanks for the info!