How's it going Rod? Guys,listen to Rod on this..Strokers are good for a F/I application,but like he's already said-they can't get enough airflow in N/A form to do any good.
JL

 

Maybe it's time for a new alumnum aftermarket intake for the 5.4L. Edelbrock has one for the 4.6 I believe.

 

It isn't so much the intake as it is the heads. They're so limited by the small bore-there's not much you can do to improve them-that's one of the reasons the aftermarket has not released a new "performance" cylinder head for a modular..
JL

 

This truck will be turning into my play toy, so I'm planning on a high power rebuild of the 4.6L. I do not like the 5.4L...have heard too many negatives about it. The engine still runs great but I want to take every possible upgrade to the extreme and make the most out of my 4.6L...stroker kit, whipple twin screw sc, lighter underdrive pulley, switch to electric fan, msd ignition, remove a/c and heating, headers, high performance cats, faster trans/gears, better intake...everything, the works....sky is the limit.

 

Tell that nonsense to the 4.6L 4V guys running 9's n/a on stock cams and ported factory heads. Has nothing to do with the bores as much as the simple fact aftermarket heads aren't needed. Power adder apps. are well north of 2000 hp with factory castings. There is simply no market for them. The OHC architecture lends itself to cam profiles that are streetable on the Mods and would be impossible to cope with on SBF or LSx steet builds. Economical 2V 5.4L cast aluminum intake would be nice and HPP is supposedly working on one based off of their 4.6L 2V intake.

 

Hey genuis..get a clue-we're discussing a 2V-not a 4V.
A 5.4L 2V WILL NOT MAKE GOOD POWER N/A. Too much stroke,not enough head. An intake will help a little,but not much.It isn't nonsense-it's fact.
JL

 

Yeah right. Got a buddy in Dallas with a 1999 GT with a ported and cammed 2V 5.4L under the hood making over 380 rwhp 400 lb-ft through a 4R70W and a chopped Bullit intake. 2V heads aren't great but they can be made to work. Before you start calling anyone a genius you might want to get such "absolutes" out of your head first. Just a suggestion.

 

If you do a bit of research-I'm one of the few people out there that actually knows what does and doesn't work with a 2V-I've done most all of it at one time or another. I "invented" swapping PI cams into the older NPI engines. I "invented" swapping PI intakes onto NPI engines. I'm not some "idealist" that's posting to see themselves type-I've actually done just about everything there is with a 2V,and compared the numbers from other builds to see what does and does not work. I've never seen a 5.4L 2V no matter the build that impressed me or made good power. The physical act of flowing enough air through even the best ported 2V heads to make good power in N/A form is damned near impossible with that muchy displacement. Better intake manifolds help, but cannot overcome the issues of airflow going supersonic through the port. When this happens-that's it-you get no more flow. I've seen 4.6L 2V's making very close to that 380 RWHP number and they were not "full race prepped" or using state-of-the-art components. I know this for fact-You can take the identical same parts-heads,cams,intakes,exhaust,etc and build a 4.6L 2V and a 5.4L 2V,and the 4.6L will make the same or more HP,and comparable torque in N/A form. Do the same thing with a S/C and the 5.4L will distance itself pretty well with HUGE gains with the same S/C setup as the equivalent 4.6L.
JL

 

Well you need to re-evaluate what you know because people are making plenty of power with 5.4L's and 2V heads. One truck in particular makes over 350/390 to the wheels n/a with a low compression built 5.4L with supercharger cams. High compression n/a 2V 5.4 builds are making nearly 400 rwhp in trucks. I don't particularly care what things you think you pioneered with these engines, simple fact of the matter is that people are figuring out how to make it work...period.

 

So how about stroking the 4.6L?

 

Same problem as a 5.4L.
Not quite as bad,but the same problem. For a truck it'll work well-there will be an increase in torque at lower rpms,and a slight increase in HP until you hit the airflow limits..
JL

 

I don't think-I know. I see claims like this all the time with no proof. I know about making things work,and I know the limitations that we're all faced with.There is a certain point where you cannot manipulate anything else,and no matter how much money you spend-you're faced with the painful reality that you're at a dead end for gaining more power.
JL

 

If by stroking the 4.6, I will recieve decent gains, thats all I care about.

 

Sentiment often shared by people who either lack vision, patience, or creativity. Sorry, but people said the Mod motors would be the death of the aftermarket's romance with the Mustang and all those voices were silenced long ago. People are still finding ways to make power with the 2V engines without having to resort to a power-adder...guess they haven't found that dead end you seem so certain about.


As to stroking the 4.6L, there really isn't much room to work with that would make a difference that would be worth the cost. There are stroker kits for the 4.6L but you are better off swapping in a 5.4L. From there you can do a L-truck blower swap and make a fair bit of power and gobs of torque.

 

It's still there,you canot defy physics-people are just finding ways to work around all of the other little restrictions and hindrances to making power with what airflow you can get out of a 2V head.

I mostly agree with this-especially for a truck where you have plenty of hood clearance. This all changes when you increse the boresize-a stroked big-bore 4.6L makes excellent power-the larger bore increases headflow by a substantial amount and makes the cylinder head capable of feeding a larger displacement.
JL