5.4L DOHC Pantera project

You know you'll have to saw off the excess back edges of both cylinder heads for clearance. This will allow the right head to clear the inner fender panels, but the left head will still need a 'box'; fabricated & welded into the fronr edge for additional clearance. And there's a special short serpentine belt floating around to compensate for removing the integral power steering pump (which will sieze if left in there with no hydraulic oil in it). I'm told that the special headers will clear the gas tank & hook up to your stock exhausts, the bellhousing fits & only a few bracketry problems exist beyond that, as far as the mechanical portion goes. Wilkinson has most or all of the bits & pieces to complete this swap, including the brain-box, wiring harness & headers (I think). Good luck.

I am NOT trying to outthink the BossWrench, But instead of grinding the cyl. heads for clearence, if I were doing the work, I would "Hammer" or cut the fender sheet metal for clearence. If that is possible. Regards,
Marlin.

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Originally posted by jack deryke:
You know you'll have to saw off the excess back edges of both cylinder heads for clearance. This will allow the right head to clear the inner fender panels, but the left head will still need a 'box'; fabricated & welded into the fronr edge for additional clearance. And there's a special short serpentine belt floating around to compensate for removing the integral power steering pump (which will sieze if left in there with no hydraulic oil in it). I'm told that the special headers will clear the gas tank & hook up to your stock exhausts, the bellhousing fits & only a few bracketry problems exist beyond that, as far as the mechanical portion goes. Wilkinson has most or all of the bits & pieces to complete this swap, including the brain-box, wiring harness & headers (I think). Good luck.

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Jack

I have been researching the conversion for about 6 months. I gathered the parts headers, motor mountsfrom different sources.
I found out about the continental front sump oil pan from a company that puts mod motors in early mustangs. I will not use the p/s pump. I will use the shorter belt and reroute it...pretty simple. I am aware of the head clearance with the 4.6. the taller deck height of the 5.4 should allow a little better clearance, if not I will shave the heads and/ or section out the inner fenders. I am mostly concerned with the clearance at the fuel tank. I will use the new SDS injection system from western motorsports. It is only about $1300 and complete and is very user friendly. www.wmsracing.com.

Also Richard Barkley did not require any modification to his inner fender.



[This message has been edited by madguy (edited 03-13-2003).]

I read Richard Barkley's article about the installation of his engine. If you look closely at the pictures he did gring the rear corner of, at least, the right cyl. head. In my opinion this looks worse than doing the sheet metal work. Good-Luck with your project. Marlin.

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Originally posted by MARLIN JACK:
I read Richard Barkley's article about the installation of his engine. If you look closely at the pictures he did gring the rear corner of, at least, the right cyl. head. In my opinion this looks worse than doing the sheet metal work. Good-Luck with your project. Marlin.

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Yes he shaved the heads but did not touch the inner fender.

MadGuy,
This is off topic, but who is it that is putting ModMotors in early Mustangs? I'm in the process of putting a Lighting 5.4 in a '65FB. Stock exhaust manifolds exit just above the subframe. I'd like a set of long tube headers but am having difficulting finding anyone that makes/sells them. I'm running MustangII front end. I'm at the point where I need the headers so that I can work the steering.

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Originally posted by b4_thndr:
MadGuy,
This is off topic, but who is it that is putting ModMotors in early Mustangs? I'm in the process of putting a Lighting 5.4 in a '65FB. Stock exhaust manifolds exit just above the subframe. I'd like a set of long tube headers but am having difficulting finding anyone that makes/sells them. I'm running MustangII front end. I'm at the point where I need the headers so that I can work the steering.

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The company I know of is only doing 4.6 4v swaps. What you will need are custm headers fabricated. I would talk to different hot rodders in your area and find out a good custom exhaust shop. You could get the flanges from KOOKS in stainless of mild steel and have the exhaust shop build you a set of headers and full exhaust. here is Kooks website http://www.kookscustomheaders.com/

as well as
dvs restorations.
http://www.dvsrestorations.com/jan03.htm

It apparently depends on the car model. You didn't specify what you were doing this to, and (as a worst-case) one of my friends with a Lincoln in an '87 GT5-S has sheet-metal boxes welded into BOTH inner fender panels, after sawing max amounts off the rear of both heads. There were also multiple interferences to the front belt-access panel between the seats. FYI- Wilkinson did his conversion and the engine was installed three separate times before all interferences were resolved.
I'm interested in your conversion because I think its the first DOHC 5.4-liter to be done; all the rest that I'm aware of were the shorter 4.6-liter SOHC and DOHC. Since the 5.4 is simply a stroked engine with a taller block, I'd think that the mid-range torque should be outstanding! Are you changing cams? I hope you dyno the thing at some point, and either send me the data for a POCA or PI article, or at least post the numbers for the forum. Being the first ain't easy!

quote:

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Originally posted by jack deryke:
It apparently depends on the car model. You didn't specify what you were doing this to, and (as a worst-case) one of my friends with a Lincoln in an '87 GT5-S has sheet-metal boxes welded into BOTH inner fender panels, after sawing max amounts off the rear of both heads. There were also multiple interferences to the front belt-access panel between the seats. FYI- Wilkinson did his conversion and the engine was installed three separate times before all interferences were resolved.
I'm interested in your conversion because I think its the first DOHC 5.4-liter to be done; all the rest that I'm aware of were the shorter 4.6-liter SOHC and DOHC. Since the 5.4 is simply a stroked engine with a taller block, I'd think that the mid-range torque should be outstanding! Are you changing cams? I hope you dyno the thing at some point, and either send me the data for a POCA or PI article, or at least post the numbers for the forum. Being the first ain't easy!

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Yes, being the first isn't easy but it will be a challenge. I will probably have it in and out a few times as well. But I am in no hurry my Cleveland is still running strong. I will remember to start a log and buy a digital camera to photo-archive my project.


My car is a 71 model #1683. I know the newer style Panteras that went modular had to have the boxes done but not the older Panteras like mine.

I don't plan on changing anything significant internally to the engine at first as I am curious to see how much power I can get out of the stock engine. The 5.4 DOHC engine is rated:

Power 300 hp SAE net @ 5,000 rpm

Torque 355 lb.-ft. SAE net @ 2750 rpm (90 percent of peak torque available from 1,700 rpm to 4,700 rpm)

Also this is with choked cast iron exhaust manifolds and an engine driven fan.

Removing the engine driven fan should yield an increase of about 10% (30hp). I also have installed underdrive pulleys which are claimed to give 5-7hp to the wheels on a cobra. The underdrive pulleys I am using are from ASP and the crank pulley has a built in dampner and is SFI approved.

I am using long tube headers which on 4.6 Mustang Cobras is usually good for about 20hp. Now with the Panteras short exhaust and lack of catalytic converters your guess is as good as mine how much hp over stock I will pick up?

Also as I mentioned before I found out that late model 4.6 equipped Lincoln Continentals come with front sump oil pans. By using this I won't have to relocate the crossmember. I picked one up from a recycler for $75 brand new. I still need to buy the pick-up tube from the dealer.

The only major concern I have is with the intake manifold. The Navigaor unit is a 2 piece design and the upper intake manifold is huge. It will fit but I definately will not be able to use my engine cover. I am considering using a custom made sheet metal manifold but they can be pretty pricey. One of my goals is to keep the cost of this conversion in the cellar. There is no way it is going to cost me over $10k, unless I buy that manifold than I would be cutting it close.

One other thing you guys should know, these modular engines are great for parts interchangeability (Hence the name modular). I am discovering different parts to help with my project daily.



[This message has been edited by madguy (edited 03-15-2003).]

YOU BE DA' MAN IF YOU GET THIS DONE!!

That 5.4L engine is outstanding!

Looking forward to your success!

Hello.. I'm with FRPRACN and I can make you a custom intake for your 5.4 if you like,, where new just starting this year,, would love to see if I could help you out, Just give me a email,, and we could talk,, GTFSTRTNU@AOL.COM It would be a pretty cheap price,,