Hello....
I'm contemplating doing a 2005-up, 6.8 3V V10 swap into a car (not a Mustang, and yes, I'm aware of how large this engine is) of all things, and I'd like to pick your collective brains about how feasible this idea might be. I've been doing some research over the last couple of months, and concerning the engine itself, there's almost nothing out there, short of 'pointless' and 'broken cranks', yet nobody seems to have actually known anyone with any of these problems.

Here are the parameters of how I'm going to set this car up:
1. Tremec TKO 5-speed
2. aftermarket EFI system
3. long-tube headers (custom built, obviously)
4. Possible upgrade to reground/custom cams later on
5. I'm going to lose the DBW throttle body

So far as the rest of the engine goes, with around 360 HP and north of 450 lbs/ft of torque....(before tuning, headers, and possibly cams) I really don't need to do too much else to the engine, and is precisely why I want to use one.

So far as practicality is concerned....this car will never be a daily driver, but the whole thought behind this concept was smooth power delivery, while also being frightening to drive, lol.

...which leads me to the following questions:
1. How well suited is this engine to N/A, lighter-car shenanigans, such as driving the bejesus out of it on a drag strip, or simply operating the engine where the rpm goes up and down constantly? Obviously it's a torque monster, and therefore I won't need to rev it to 10,000 rpm, but I'm curious as to whether or not I need to even think about using this engine.....

2. Connecting rods? Crankshaft? What is the real weak link to this engine?

3. If rods are the problem (as in the 5.4 Lightning), are these engines simply a 5.4 with two extra cylinders in the middle, therefore needing only to use 5.4 aftermarket components to strengthen the bottom end?

4. Has anyone ever discussed, or actually made a set of cams for this engine? I think that it might be possible to move the powerband up just a bit, and make it more suitable for mid-range and top end use, provided the rotating assembly can handle it....

Any thoughts? Cost isn't really a concern, yet I'll be doing the fab work myself.....

 

here's a good site for performance V10 items.

Ford 4.6L 5.4L 6.8L Modular Performance Parts

 

Well, that most certainly takes care of connecting rods and pistons, should I need to replace those....I thought that the 5.4/6.8 rods and pistons were the same, and this proves it.

Anything else out there? Or am I proceeding into rather uncharted territory here?

 

You are definitely in uncharted territory, to a degree, but GO FOR IT.

There was an Aussie here with a plan to put one into a car, but haven't heard from him in a while.

The one thing to look at is the variable-plenum intake, but if you just wire the flapper open (or remove it) or some other work that you obviously are capable of, it'll be fine in a light-weight (compared to a truck) vehicle.

 

Elaborate!

Is this 'variable-plenum' setup similar to what's equipped on a Mustang Cobra 4.6 engine, from 1999-2001, or the IMRC plates from the 4.6 DOHC B heads?

I'm thinking that I could retain the variable-plenum setup with an RPM-or-throttle-position switch (similar to a nitrous full-throttle switch) activated motor/switch, to open up the short-side of the intake at around 3000-3500 rpm or so....or only when going into 3/4-to-full throttle.

I'd like to get around 5500-6000 rpm out of it, just for giggles, but I don't know what the operating range of this engine is at, as I've only driven one V-10 equipped vehicle, and that was a '99 F350....some 5-6 years ago.

 

Spinning 6k rpm should not be problem, my 2V has seen 5200 already.

 

theres a fella here in the kansas city area that put a v10 in a grand marquis, merc probably 10 years ago, was lowered a little, had stang cobra brakes, heavy service p71 suspension parts, and i dont know what all done to the motor, I know its a little bigger car, but it moved " nahh, it cant be" but i looked underneath and sure enough, it was no 4.6 in that car.

 

Here's from my research....

http://www.cardomain.com/ride/248160

 

Anything over 5500rpms with the OE powdered metal rods and that long of a stroke is really pushing your luck.
JL

 

I'm not really versed enough on all the other setups, but the "variable plenum" setup on the V10 is just that - a flapper basically shortens or lengthens the intake runners to help high- or low-end. It's not like the other setups that basically close one intake runner making the other runner flow faster (for low-end). I think if you have a light car, not a heavy truck, it'll be just fine setup for high-end. I could be wrong.

Someone on here who put a 3-valve motor into a 2-valve chassis setup some kind of vacuum dashpot to open/close the flapper based on load and/or RPM. After a pissing contest (by him and me, sadly) he hasn't been back.

 

Judging by the amount of 5.4-powered Lightnings I have seen with broken rods (it seems like at times it's one out of every two at times)....I am inclined to agree.

The other issue is going to be actually finding an intact 3-valve 6.8....

Anyone have the dry weight of this engine handy?

 

you have to look at the wieght factor. It weight 670lb. if you going to replace the stock fuel rail for a custom on. you can go with a 4-port professional product fuel regulator. It's the only one with the right fuel pressure range (25-75lb). If you need any other answers email me.

nmmotorsports@hotmail.

 

Thank you, I will.

The only thing I'm paranoid about right now, is the crankshaft. I've been told FOAF (friend of a friend) horror stories about the cranks breaking in these engines, but no one as of yet can produce a direct witness to such a deed....I'm never going to supercharge one of these engines, but I wouldn't mind revving one a bit, as I've stated previously (6000 rpm, tops). I am already planning on upgrading rods and pistons whenever I get an engine to use, but to be honest, the crank issue, real or imagined, scares me.

 

The OEM cast cranks used in modulars are capable of FAR more HP and RPM than the old Windsor pushrod crap. The forged cranks that are used in some modular applications are even stronger. The deep-skirt block supplies serious support for the crankshaft,and I know of none that have broken that have not been broken due to other internal engine parts failing and taking out the crank in the process.
One example is a local shop that has a 4.6L with the OEM forged crank turning approx. 9000rpms and making in excess of 800rwhp N/A.
JL

 

So with internal mods whats the way to go for rods and pistons?

How about valvetrain?

Can OEM Mustang parts fit with ease and are they better?

With having a 72 degree engine "V" is the vibration balancer a big deal when lightening up the internals and wanting to turn higher R's?


All these are questions I have in my head......just kind of let them spew out....