Positive. There were lots of little differences in the engines like a forged crank, dished pistons, different cams, (changes the timing) etc.

 

Wrong. Crank, pistons, and cams were ALL different. Fuel flow was too with different injectors, and higher capacity fuel pumps.

 

You got me at pistons, the Lightning did have low compression pistons. Crank and rods WERE the same up until '01. Regular 5.4s went to cast cranks, while the Lightning continued with the forged component. Some people say some lightnings even came with cast cranks.

It doesn't matter anyways, since the cast 5.4 cranks are good for 500HP.

Cams really mean nothing on deciding whether or not an engine can handle boost. Also not sure what injectors has to do with internals? For extreme applications yes you will need bigger injectors, but boosting a V10 from 362HP to 400HP, I'm sure stock injectors will suffice. Hell, I bet with that little boost the computer would be able to compensate on its own just by using the MAF.

 

Never said it did. YOU said the internals were identical. I said "Wrong". Cams are different. Cams will have a lot to do with boosting though. Timing will be a lot different with a blower than with a N/A setup. No need in tweaking the puter to the far side to electronically compensate for something that should be done mechanically.

 

The entire long block is the same as whats used in the 00-04 SD.
I can not find any source online thats says the pistons are diffrent, and I know for a fact that the cams are the same as the mustang, F150-350, crown vic ect. used. Every PI 2V uses the same cams.

Yes, it has higher flow injectors and that is something that needs to be changed on any of the mod motors before they can run forced induction.
Whats your point?

 

It's not my fault your research skills are lacking, Bill.

 

Cam timing has very little to do with boosting, especially with the small amount of boost we are talking about here. If you're running big turbos and high boost, yes there are special turbo-grind cams meant to help improve spool time, but it's not needed on something such as a low-boost setup on a V10. It's a moot point anyways, since every single Ford parts website lists the exact same camshaft for all 2-valve 97-03 4.6s and 5.4s

Ignition timing on the other hand is important to boost, but it is not possible to tweak the ignition timing mechanically on any modular engine. With just a few pounds of boost, the computer will be able to retard the timing enough using the knock sensor.

A

 

Well, the cams are different in the lightning. Just like I told Bill, it's not my fault if your research skills need some help. There are 2 very distinct part number between them, and the lobes are different. Summit Racing has both...(hint hint)

 

I have yet to see a boosted V10. I'm waiting on Bill to hook his up. Actually, a cam would have a lot to do with boosting anyhow. What exactly is it that opens your valves?

 

would like to point out that cams make ALL the difference on dynamic compression which is what is actually important in a forced induction engine. You can have a static compression of 9.5:1 on 2 different engines but one will have a 8:1 dynamic and by changing the overlap you make the other only at 7.2:1 compression. Now you try ot run much if any boost on teh 8:1 dynamic engine and you will get detonation and busted pistons among other things. and that is with exactly the same pistons you can have 2 completely different acting motors requiring completely different fuel when NA or one being able to survive boost while the other will not.

Cams have EVERYTHING to do with boost survivability.

Now with that said, Chargersfan... Alum heads are actually BETTER for a boosted application then Iron heads. they are actually more rigid (look up the properties of alum) they allow higher compression ratios with the same fuel octane requirements and they are better at dissipating heat. All of which HELP in a boosted application.

Basically everyone has some right and a lot of wrong on this issue.

 

As someone who has actually had several sets of camshafts from modulars setup with a degree wheel-I can tell you for 100% certainty that ALL 2V cams that came in PI heads are identical as far as specs are concerned. Same lift, same duration, same LSA. There are 2 varieties, Windsors with pressed on cam gears, and Romeos with bolt on gears, but even those use the EXACT same specs on the lobes. This includes Mustang, Crown Vic, F150, Lightning, etc, etc, etc.
The Lightning 5.4L used a different set of pistons. They were a forged alloy that is stronger than the standard F150 5.4L cast piston.
The Lightning 5.4L used the same block as the standard F150 5.4L.
The Lightning used the same cylinder heads as the standard F150 5.4L.T
The Lightning used the same powdered metal "toothpick" connecting rods (most common failure point) as the standard F150 5.4L.
I've seen both forged and cast cranks standard F150 5.4L engines-with no discernible pattern as to what years or models got anything specific. Fact is that the cast crank in any modular is capable of 700+ hp without failure due to the block's deep-skirt design that has superb bearing and crankshaft support.
The Lightning had a different fuel pump assembly.
The Lightning had a different set of injectors.
The Lightning had a different tune on the PCM.
Ford's modular is a very strong engine capable of alot of power, and it will withstand alot of abuse as long as it's maintained on a normal schedule. The modular will also handle 6-8 psi in stock N/A form and last a very long time. At the very least, you can build an engine that is equivalent to the Lightning as far as strength is concerned by just changing the OE pistons out for a set of aftermarket of even OEM Lightning pistons.
JL

 

I agree that an aluminum head will be better if it was designed for a boosted engine. My argument was that the aluminum heads on the V10 weren't designed to just slap a turbo on it like it was plug and play without a lot of other changes (which would get a lot more expensive than 2g's) and expect it to last without any failures. I'm talking about everything to do with the heads. if they start getting boosted without any changes. I would thank that would be the weaker link, other than the connecting rods. My other point was that the 6.4 PSD was designed to have a turbo (2, actually) and that the turbo wasn't an afterthought or add-on.

Johnny, I though they'd changed the connecting rods the last couple of years due to the fact they were breaking so often on the Lightning. I know they sell some forged "H" ones for it.

 

No, they never changed the con rods on the Lightnings. They are strong enough to live through Ford's rather strict durability testing (same as what I listed a hundred or so pages back). The problems come in when the owners started changing pullies out for more boost and then let idiot tuners push them to the ragged edge with FAR too much spark advance. The rods rarely failed on their own-even at high boost levels-it's nearly always a detonation problem hammering them into failure.
JL

 

I'm glad this has simmered down again, but guys, seriously, you have to take this all with some humor and a grain of salt. People behind their keyboards can get a little, shall we say, mental?


For the record, no one but moderators ever see post reports, so this statement is inaccurate at best.

 

YouTube - My Turbo V10 Excursion doing a Big smokey burnout.
Has been posted before in this thread as well. It's not some remote-mount garbage either. Fits right in the engine bay: YouTube - walkaround of my Turbocharged V10 Excursion

How about some supercharged ones?
YouTube - Ford F350 Dually 6.8 V10 Supercharged
YouTube - Supercharged 6.8L Triton V10 F250