Do you have a thread for your cummins swap? That would be cool to see. I had thought of a p-pumped cummins swap but I have more fun in a gasser. Not to mention that my gasser tends to out perform the diesels offroad. After I finish this truck though I want to build my wife a p-pumped 7.3 in a 95 4x4 4-door long bed as a diesel build would be fun to undertake.

 

I dont yet, if enough people want me to I will break it off from my trucks buuld thread and basically do a how to 12v swap thread while I go through the process.

 

As far as I'm concerned there is no reason for a separate thread so long as it's in your build thread. I would just be interested in what kind of issues you have since I had looked into this several times.

 

It is not that complicated believe it or not the most complicating part is the registration and inspection process. In mass i have 3 years before the truck is exempt from emissions and i know someone so i can get away with it until then.

I don't want to crowd up this thread though with cummins talk feel free to PM me and just post in my build thread because that's the main topic in it right now,

 

ft lbs of torque is what you want from that motor and you can get it down low with bore, more stroke, more compression and taller tight cams small high flow 4 valve heads and most important long ram tuned intake and long tuned exhaust. then the cams to tie it together, try comp cams
then if you still need more add the screw or turbines cuz the pressurised 4 valves make alot more power when you start with high compression.

You could take a short cut and find a late model gt500 salvage and tune it for low end torque and bolt it in.

 

I had considered a 4valve but intake selection would be limited to a custom setup as the navigator seems good only if you can control the runners in the intake manifold and I haven't heard of anyone being capable of doing that outside of a navigator. I also have not seen any numbers for what a 4v 5.4 does below 3k so I was leery about that. The 4v build was considered but would be very expensive to do right. I have seen mustang guys putting down 350+ rwhp and 390+ Rwtq pretty easy with the trick flow heads and HPS intake without ridiculous cams, and one guy hit 420 rwhp with a more race centered setup and I believe that was at 5500 or 5800 rpms. Now if you have any info on 4v 5.4 builds and what they do below 3k rpms, approximate price and if it could be a reliable daily driver then I would love to hear ideas, but reliability, longevity, and gains across the board are much more important than peak gains. Also I didn't think the 5.4 could reliably be stroked any more than it already has, or be bored more than .030 over. The big bore blocks are not reliable outside of racing from what I was told.

 

I could be wrong, but I believe the new 5.8 in the most recent gt500 is a stoked/bored aluminum 5.4 from the ford GT.

 

The new 5.8 is same stroke larger bore similar to a big bore block but with a arc transferred liner (if I remember correctly) rather than steel sleeves and is more reliable but the block costs nearly as much as a built 5.4 2v engine at $4,600 for just the bare block.

 

7000 lbs! you need two 5.4's, call SCS for some gearing!

the gt500 is never off boost, but you can gear and limit it for max low end boost. especially with a screw
its very affordable from the salvage auctions

clearance , get a hood.

4 valve always out performs 2...

build stroker short block for most bang for buck, stock steel crank offset is plenty
you want good rods anyway, get real 100 per cent made in USA

and some high compession turbo coated pistons, CP, Mahle

.10 overbore check that block!

heads cobra used freshened or new complete, or better GT .

intake, MMR makes adapters for 5.4 which will allow all Coyote intake systems to work: stock, cj, boss, turbo , supercharger

comp cams.

you should make 500ft lbs at 3000 and 400 at 2200

new 5.8 stock is not stronger than sleeved gt blocks
but has better water passages in heads and drilled between cylinders
and a lot lighter without sleeves

how much is a good navigator reman aftermarket? 3???

 

The mustang guys that have done performance 5.4 engines complain about injector location with adaptor plates so I will only use 5.4 specific intakes. 400lb/ft at 2200 rpm sounds good but I do not want to go FI (might do a ram air setup though). The trick flow set ups I have seen produce wonderful results while the 4v setups tend to suck on the bottom end without FI.

 

Just the mustang swap guys and crown Vic swap guys. I found one f150 that did the trick flow top end kit and posted dyno results, and came across two people that did it to their super duty sand said they were pleased but no dyno results. I am going more off the mustang builds as there is much more info. Boosting a factory 5.4 is no issue thanks to the 9:1 compression ratio and small port heads.

 

best 4 u is stock or get the last version three valve 5.4 and hook it up.
messin with carb set up and ram air is just as custom as intakes for the 5.4 or blowers?????
your talkin big monies. that your not lookin to spend.
why spend a bunch of time and money on small 2 valve performance gains and with no warranty?
get somethin from ford crates with a warranty or a rebuilt.

 

Not sure what you mean. I'm not messing with custom intakes. Just the HPS port matched new heads and cams and supporting mods. Also I don't give a crap about a warranty or spending money as that is not an issue. Pipeline construction inspectors make good money just the other options you have mentioned do not fit my application. Also I do not consider an extra 100 - 130 rwhp a small gain. The Mustang guys are showing nearly 400 lb-ft rwtq. This is my work truck not a race car I just want it to be more fun to drive and reliable. Ram air will be later on just to play around and learn to weld aluminum and thin sheet metal, but a supercharger is just more stress on the engine and another part to break.

 

I drive a 2006 E-350 Super-Duty delivery truck at my work. This engine in this truck has plenty of power, but I regularly carry loads of 4,000-5,000 lbs, and on the highway I only get about 10 mpg with a good tail wind. Bigger engines can pull more weight, and have more torque, while getting better gas mileage. while the 5.4 has plenty of power for passing, it sucks tons of fuel when you floor the throttle. That is how smaller engines can have great power. Big engines can make the same power on demand using much less fuel.

 

Yeah I like a bigger engine in a truck but I just don't have time to custom fit one. Otherwise I would go 427 or 6.2 stroked to 6.6 with my engine management system modified to run it. I will say I am impressed with such a small motor as I have pulled a 12,000 lb 5th wheel with it all over the country and the previous owner had a similar trailer that he worked pipeline construction as well, and it keeps on pullin. If I were gonna keep towing I would probably build a 2v v10 for ease of install and extra grunt down low, but this is now just a truck to get me around offroad. Think I'm gonna switch to 4.88 gears with the 4" springs up front and 6" in the rear then 35x12.5 tires.