I think I am going to attempt this swap with my Stroked 460 as it has LOTS of HP an Torque. 600 HP and over 700 FT Lbs. of torque. With a 5,4/3,7 lobe swap on the cam of the 460 the new stroked motor will have the same firing order as a 5.4L motor that came in Excursions. I will replace my V10 PCM with a 5.4 excursion PCM, replace the V10 engine harness with a 5.4 engine harness. Hook the 460 stroked motor up to my 4r100 using this adapter.... https://transmissioncenter.net/shop/...ber-fo1002501/

Add EFI to the stroked motor with Variable Resistance cam and crank signals via a dual sync distributor and tinker with cooling fan, bigger fuel pump, knock sensor and MAF and I will have a swap that in my eyes is easier than the cummings swaps. After tuning the PCM for the new OLD motor.

 

Sounds awesome! Please do a build thread on it. As far as diesels go, if it ain't a CAT, it's a dog. And I love the sound of a healthy V8.

 

I will but right now I am modifying my stroker. Ford Racing SCJ aluminum heads with a roller hydraulic cam. The cam needs to be custom due to swapping the intake strokes from the 5/4 and 3/7 cylinders to match the firing order of the 5.4 2V.

Spending a lot of time figuring stuff out before actually turning a wrench. For instance the Ford PCM uses VR or Variable Reluctance sensors (magnetic sensors)for the cam and crank signals. ALL and I mean ALL dual sync distributors use hall effect sensors which will not work with a OEM FORD PCM. After hours of research......... duh the ford Duraspark2 distributor uses VR to trigger the ignition signal via the reluctor wheel in the distributor. All I have to do is remove 7 of the reluctor wheel nodes and leave one to signal when DTC is for #1 compression stroke and WALA I have a cam sensor for the PCM. USING EXISTING OEM FORD DISTRIBUTOR! Can you believe that, ZERO COST!!!! Crank signal will come from a crank trigger and is easy.

The 5/4. 3/7 swap took some figuring too. Initially I was going to just swap injector wires and coil wires to the proper cylinders. This will work without a cam lobe modification. The only small issue is that the PCM will think bank 1 is firing when bank 2 is actually firing. No big deal computers are stupid, but because they are stupid the PCM will want to "SEE" closed loop fuel trims on bank 1 and they will be on bank 2 and vice versa. So the O2 sensors will be off from what the PCM expects. Well there is a fix for that too. Just wire both O2 signal wires to 1 O2 sensor and all is good. THIS WILL WORK but I decided it was too much cobbling and opted to just change the firing order in the 552 CID motor as the cost for a custom cam is the same regardless of which firing order I use.

I have decided to buy an Excursion for this task. A 4X4 with a 5.4 will be hard to find as they are rare, but few want a heavy excursion with a 5.4 so hopefully its somewhat cheap. If I could find a nice looking one with a million miles on it that would be great. As I have to rebuild the 4R100 to GODZILLA proportions anyhow.

 

There's a little dealer not far from me that actually has a 5.4 4x4 X for sale. He's had for months. He wants to much for it. You may want consider a diesel X because that 460 is close in weight to the 7.3 engine. The diesel X has higher rate front springs to make up for added weight of the 7.3. I think the 460 is about 100lbs heavier than 6.8 v10.

 

Ford 460 with a 45 LB to 50 LB cast iron intake is about 720 lbs. Under 700 with a aluminum intake. V10 is 625 pounds. 7.3 diesel is about 920 lbs.

Converting a diesel to gas would be a nightmare.

Regardless this beast will have V code diesel springs under front and dually C code springs in rear..

Looking at a V10 excursion right now for $1800......325,000 miles on it. It will suck to have to convert it to V8 but I just cannot find a rust free high mileage 5.4 4X4. No hurry so I may keep looking. Not sure what all would need to be changed to make a V10 a V8. Engine harness, and PCM.......anything else?

Having a 5.4 L to do this conversion will be the easiest. Probably lots of little things that could go wrong converting a V10 to a V8. Stupid PATS has me worried in a V10 to V8 conversion. Dont want to be chasing down starting issues if PATS is causing it.

 

Probably more than you want to spend but here's one. Keep looking the V8's are out there. RWD will be easier to find than a 4x4.
https://www.cars.com/vehicledetail/detail/812626226/overview/

I like the way you are wanting to go with this.

 

Thanks for the tip.....yah its a little pricey.
I am patient, I have 3 excursions and never paid over $2500 for any of them. Of course I buy mechanically broken ones cheap and fix them myself. Last one I got for $1000 but had to put a new OEM V10 motor in it. Cost $4000 for the new E350 van V10 but now I have a really good 3rd excursion.

I will find a good 5.4 version that someone ran out of oil or blew up the transmission or transfer case and pick it up cheap. Just have to wait.

If this 460 conversion works out I will be selling my Excursion with the supercharger on it. I will not need a puny 450 hp 500 ft lb V10 anymore. Plus I will need the gas money.

 

Very intrigued to hear/read about this... there are 3 or 4 5.4 Excursions in the last few months I have seen on Craigslist here in Ohio that were cheap, and in decent condition still...

 

Think I'm going to use one of my V10 excursions. My main concern was pcm and pats.

I have learned that the PCM in the superdutys does not have PATS so the excursion cannot stop it from firing injectors.

so I will probably use my 2nd of 3 excursions and put a 5.4 superduty pcm and engine harness in it.

once I have everything running right I will drive it to the locksmith and install a more approperate 5.4 excursion pcm and get PATS working.

 

HICKUP's
The current adapter kit to attach the 4r100 to the 460 block is only for 4 bolt torque converters... Guess I could switch but will probably wait until the make the kit available for a 6 bolt converter.

Also, after measuring my 460 and my V10 the basic lengths are acceptable but the 460 harmonic balancer and balancer pulleys stick out about 4" longer than the V10 due to the balancer on the V10 having the belt groves in it. Adding 4" for the adapter kit and I am looking at an 8" length issue. This will put the 460 coolant fan really close to radiator. I may have to push motor, transmission, and transfer case back 4".....yuck. Or run fan about 1" to 2" from radiator.

Also, The V10s and 5.4L motors have ECT sensors and what is called a CHT sensor. That's an engine coolant temperature sensor (ECT) located in the intake manifold and a cylinder head temperature sensor (CHT) in drivers side head under intake manifold. The 460 has a location for the ECT sensor in the 460 intake but no place on my SCJ heads for the CHT sensor. Its a dry sensor that just inserts into the OEM aluminum head. There is a stud type sensor that will work and is screwed into my SCJ head on rear of head. Its range is -40 degree F to 500 degrees F which is what the OEM sensor is. Type K - CHT Cylinder Head Temperature Sensor - Threaded Stud

This sensor will need a Ford end put on it to clip into the OEM ford harness for the CHT sensor.

 

Switch over to electric fans.

 

552 cid on electric fans?

​​​​​​OEM fans probably pull 5 times the air any electric fan setup could do.......or am I just out dated and there are electric fans that can pull OEM cfm?

 

No, you're not outdated, you're correct. You will melt it down with electric fans.

 

Really, my 600hp Mercedes uses electric fans and never melts down. My Raptors had electric fans. I know you are an engineer, why do you say that. They work great on my 78 Bronco with AC it never gets above 180F in triple digit heat, never.

4 spal fans 3600 CFM. They move a lot more air at idle than the original clutch fan, plus they take the load off the water pump and engine.

 

If I ever drop a 460 or Coyote in that Bronco it will have that set up.