Ok, so I want to throw a carbed 5.4 in my 92 f150, I want a manual behind it, I'm looking for what my options are, I don't want anything complicated as far as having to use anything to do with any kind and of computer.. Didn't know if there were adapters to put a zf5 behind a modular engine or if there are newer manuals to go behind it.. Thanks for the help!

 

You want a truck type or a performance type transmission?

The ZF 6 is a very good trans and was offered behind the 5.4 in the early/mid 2000s, as well as the V10 and 6.0 PSD, both of which, iirc, have the same bell pattern as the 5.4. It's a big trans.

https://www.ford-trucks.com/forums/5...al-tranny.html

No manual requires a computer to operate.

Since the "magic" of the 5.4 comes in part from EFI and variable valve timing, why are you putting a carb on one and going through all this when for probably thousands, certainly hundreds less $ you can get a 351W/ZF5 already happily married to one another, read for many miles of happy motoring?

 

A zf would be good enough, don't need performance really, just wasn't sure what years they were offered and if they fit a 5.4 but thanks for clearing that up, and I thought fuel injection but then I'd be spending more money than I intend because I found a good 5.4 for $300, intake is around $400... And in your opinion would I be better off just using a 351w? I know those motors pretty well, just figured it would be kinda cool to have a carbed 5.4 or just something different, but what would you go with? Truck is just gonna be a daily driver but its got 6 inch lift and 35s, I guess I should go with what would be the easiest to get the most power out of for better performance with the 35s

 

IMO a 351w would be a lot easier and make more power. First, it's a bigger motor. Second, you can do the stroker thing to 393 if you really want more power. Third, in carb'd form for high performance, off road, or any application, it is sorted out and parts like manifolds, carbs, heads etc are all readily available, not super expensive, and for the most part are known quantities--very little guesswork in a build.

Once the computer is gone a 5.4, you are going to have to figure out where to leave your cam timing, and you will also be figuring out the carb and ignition situations. It can be done and I'd bet you could google a complete writeup or two.

Also, the 351w is about 3 feet narrower than a mod motor, which will make life easier. And don't forget accessory drives etc.

Good luck, maybe someone who has done a mod/carb/MT conversion will pop up.

 

Thanks a lot for your help I appreciate it! Never thought about the timing and ignition, but this was kind of a spur of the moment idea and just was trying to get more info on the situation.... 351 sounds a lot better idea

 

I spent about 30 seconds on a google for carb'd 5.4--lots of 4.6 stuff, but it seems on the 5.4 only the DOHC motors are mentioned. You could spend hours searching that out....

Anyway, I think you'll be happier going the road most travelled and using a 351w.

 

It took me a lot of research to get where I am so I figured I would reply here just in case it helps someone else out in the future. I manual swapped my Lincoln Navigator using the MT-82 from a Mustang GT. I've found info from a few ZF swapped F-150s and Expeditions and the ZF gearing isn't quite what I was looking for. First gear is extremely low and not particularly useful unless you do lots of towing or crawling, and the top gear in the ZFs is never particularly long. MT-82s from the end of their first generation are good because their first gear is more useful and the 6th gear is nice and long for highway cruising. The second Gen MT-82 has some decent revisions but having two overdrive gears really spreads out the lower gears too much IMHO.

The one huge caveat of course is that the MT-82 prevents you from using a standard transfer case. I'm just running RWD but I've been saving up parts to do a divorced transfer case, but another option I haven't looked into much is getting a Land Rover Discovery MT-82 with the integrated transfer case and hybridizing parts to make it bolt to the Ford bellhousing.

The two big issues running an MT-82 are the shift linkage and the speed sensor. My recommendation is to promptly throw the garbage Mustang shift linkage away and get an aftermarket one. I used a MGW kit that's normally used to Coyote swap a foxbody, it puts the shifter pretty close to right where it needs to be. The MT-82 also uses a Hall Effect speed sensor and most older ECUs are expecting a variable reluctance signal, so you can run a rear diff speed sensor or buy/build a signal converter. I went the signal conversion route but if I did it over I would probably just run a VR sensor somewhere.

I've got over 15k on my manual swap and already had to do a clutch from absolutely thrashing on the thing. I'm really glad I went the route I did though even though it's a bit more hassle than the ZF. The Mustang/Navigator combo has also earned the affectionate nickname "Bustang" which will never not be funny to me!