It makes me happy to know that I'm not the only one who thinks converter tuning is voodoo. Coming from time attack & drifting I'm used to clutches so my new drag build took a while to get the right convertor. Been doing good these last few months with the ATI. Great video 👍
I'm liking this channel more & more everyday. You're doing really cool & different builds & it's almost exactly what I would do if I had the time & $$$$. Also, I've also always loved that body style of mustang. Alot of my friends think I'm crazy, but I love those years. Probably because I was in my 20's when they were new. I can't wait to see what the 5.4 sounds like & what it does on the dyno. It's gonna be a LS killer!
I'm actually pretty surprised at the torque that 4.6 put to the tires. Those engines are fairly gutless, but 290 isn't bad at all. Especially bone stock.
There is a relationship between head flow rates and what rpms it can fill the displacement with air all of the way, the stock 2V mod motor head doesn't flow that well (they were not going for records with it from the factory).
4.6L's have incredibly efficient combustion chambers, they have close to the ideal bore/stroke ratio and are very low friction. The OHC valve springs are also softer because they don't have an actual "valvetrain" so they can still keep up with the revs without all that seat pressure. All that adds up. The cheat that the 2001+ (in your case 1999+ because the mustang had it first) are the cams. They are huge in the revised heads for stock cams and such a small motor, like .505 lift. The PI heads actually don't flow much more peak than the previous ones as they kept them semi restrictive for the sake of low end power to get those big 4 door cars moving. Alot of guys with the old style heads would just swap the cams and intake and make almost as much power as a PI engine. Nevermind the fact that the CR is still 9.3:1 as it has been since 1991 and that the 4V engines are all higher than 10:1 and it can come close to matching them with just a few light mods and tuning.
Spot on. PI 2v’s are often looked over yet can be strong runners with the correct power adder. Add the fact curb weight of the mustangs they came in are significantly less than the newer cars.
Actually the stock PI cams have a 530 lift, just not tons of duration. PI heads were more efficient than previous generation. The removal of the swirl damn and revised chamber actually helped combustion more in the PI heads. The peak flow numbers are very close, but the lower lift flow is where the PI heads were much better. The Ford SVO 2V heads actually were non PI design and out flowed both of the others. The aftermarket chose the PI heads for support due to the ability to use bigger cams. Guess that is why the SVO heads just never took off, well that and severely overpriced compared to the PI’s .
@@BoardwalkBullies Well maybe not perfect, but close enough for the generalities we would use in casual conversation. 😉 There are a lot of guys out there that know a bunch more than me. I just try to share what I do know when I can.
@@gr8whitestang613 I find it intriguing how many people say "those engines suck" without a shred of knowledge about the specs. I mean the bullitt put out almost as much as an LT1 Fbody just from an intake upgrade and we're comparing a 4.6 to a 5.7 with a high CR.
I was shocked at the old 2v I figured it would be between 190 and 210 it really is shocking at how well the Mustang runs the burnouts it does with not alot of ponies.. my buddy had an 86 monte ss when we were in high school that engine mad 190 hp at flywheel but man the donuts that car would do.
The correct title would be... Can a manual transmission have less power loss than an automatic?" The answer is yes and it is completely understandable that a manual gearbox behind the 4.6 would put down about the same as a 5.3 behind an automatic.
Love my 4.6 and has been the most dependable engine ever! Only weak spot was chain tensioner for the one running high RPM! They all have parts that just wear out!
Another factor I bring to the table in your testing is that your going to dyno both but ones in a truck which inherently has a much worse parasitic loss than a mustang would having a beefier drive line and more rotational mass/weight although not All that much of a difference in the grand scheme. I believe the difference comes more from the intake Manifold and cam profile being a truck vs a car. Typically runners vary for low end tq on a truck. Cam is typically balanced or leans towards tq in a truck and low end power vs a sports car. Just some ideas on potentially why the 5.3 isn’t making more power and tq having the extra displacement. Great video man. 👍 and for all that say the 4.6 isn’t reliable you would be dead wrong. Ask the police you still see crown Vics rolling around today. Don’t see that many caprice cop cars today do you. That motor runs hard. I ramped mine into a pond and it was still running, drove it through 4 hurricanes trying to flood it 🤣 didn’t die or stall. Crashed it into a fence and was still running, crashed it into a car still running. That car never died I just fixed cosmetics and continued to have fun in my young years driving it hard daily.
Look at the 1999 5.3 because that's when they came out vs the 99 5.4 in Fords f150 the 5 3 was rated at 270hp and 325 ftlbs the 5.4 was 250hp at 345ftlbs gotta compare apples to apples here I mean the 5.3 is a 327 cubic inch engine and the 4.6 is 281 that's almost 50 cubic inches yea the 5.3 is gonna make a little more just because it's bigger. But Fords 5.4 is just as powerful as the 5.3 and had more torque and will turn more rpms too.
Brake mean effective pressure. It's the truest "yardstick" for measuring work/efficiency and no GM Except the ultra exotic flat plane ZR1 engine is anywhere near the twin cam ford engines.
Your 99 and 2000 5.3 and 4.8 was the lowest power rating out of them all. 5.3 was 270hp I think amd 4.8 255hp rating factory. In 02 they went up the 5.3 had 295hp and 325 tq. Alot of people don't know that... good stuff LT
Yep, to me they're worthless swaps into cars that already have a good v8.. My stock P71 beat a 5.3 swapped single cab Silverado.. The 5.3 definitely had more torque than the 4.6L 2v but we were still pretty close races..
To answer in quick , no the LS has more potential. The heads flow as much if not more stock as perf heads for the 4.6 . If you were to build each other with equal components the 5.3 still comes out ahead as it's bigger in displacement. In the end it comes down to how you build the engine and then a drivetrain to best use the power. Low end grunt even in boosted applications is not the 281's strong suit compared to a boosted 5.3's 327-8 cubic inches. The 4.6 shines in it's ability to make torque, it's a very small displacement engine yet in stock trim will make 300+ lbft at the flywheel. It has a long stroke to bore . A more fair comparison would be a 5.4 to a 5.3 or a 4.6 to 4.8 . Honestly I'd do neither of those engines and I'd go straight to a 3.5 Ecoboost from a raptor and swap in GT40 cams, tune it and ruin people's day ...550lbft or more from 2000 rpm to 5800 rpm... It never dips below 500 lbft throughout the entire rev range. It sits further back in the chassis for better weight distribution and it fits better than the 4.6 . Most don't get why you'd do this swap, I'll give you some perspective....70 Buick stg 1 455 SD ( for the longest time held the honor of " the most powerful production V8 ) couldn't make this power from 7.4 ci , a Lambo doesn't make that kind of torque. 👹
Imho, the benefit to modulars is even tho the 2v may not have huge aftermarket support, you can make use of oem 3 or 4v parts and make a lot more power for very little $$
@@P71ScrewHead You can find forged internals and tons of timing/valvetrain components and hardware pretty easily for these engines. It's all "modular" by name and tooling so parts are very interchangable across the nearly 3 decades of use. A lot of components that are oem in say, a 91 Lincoln town car engine, will carry over and work in something like a 2011 Crown Vic or a 2015 Triton v10 and vise versa. For some reason though, people see that there's very few intake manifolds and even fewer cyl head options when compared to something like the old sbf's. The fact remains, the stock heads and induction offer a whole lot of variety and kinda makes the lack of aftermarket head castings a "non issue". Stock 4v castings can support more horsepower than most people will ever pilot down the road so there was never much of a need for the aftermarket to step in. The main/key components that actually need to be replaced with aftermarket parts to support power is pretty minimal, regardless of the starting point, be it a 90s 2v engine, an alloy block 4v motor, or a 3v truck engine.
@@P71ScrewHead I thought it was funny when i owned my 04 Crown Vic, you could buy parts like coil packs for the Triton v10 for cheaper than a set of 8 for the 4.6, plus you got two spares. Understanding that they tooled the engines to be as interchangable as possible makes it so easy to find parts. My old 2v combo in my 1996 mustang had an 04 Aviator 70mm Throttle body, 04 cvpi ported plenum, 2002 mustang pi cams, 2011 pi 4.6 intake with a mark viii 190lph fuel pump and it worked and bolted together just like oem. Easy way to get low 14s, high 13s on a budget.
@@madmod Hey, that's good that you mention that, if i need coil packs, i'll search the v10..lol It's very convenient that they did that with these Modulars, they were thinking of the fleet sales n how to make it much more profitable.. The 4.6 n 5.4 were put on most well selling vehicles, v10 too..
i miss Utah. I lived in Layton for several years, just up from the JR high. it was 2 lane rd when i lived there, google maps shows it as a 4 lane now heh
I built and raced 4.6 single and dual cam mod motors for years and always fought a crazy battle of reliability. I had lots of fun with a 4.6 sohc that had a kenne bell 2.1 and nitrous. It made 630 to the tire and was wicked fun and fast but went through 2 built short blocks and 2 stock short blocks. Tuning non stop. Then went single turbo and made 700 wheel and even more issues. Then bought a 2016 camaro ss and did head cam and it would beat the 2v in a roll and drag race. Way easier and way more reliability with an ls or I prefer lt. Now I have a e50 tuned c7z that make 630 to the tire and is plenty fast and 98% stock. Mod motors sound good but unless starting with 03 04 cobra then don't go past bolt on na fun
I have seen a 4.6 2v with 38cc tfs heads 12-1 compression stroked to a 5.0 and with custom cams and full exhaust and a Victor Jr efi intake manifold and elbow on pump gas all na make 499.8 or 500rwhp with a manual trans. By the way that's around 575-585 crank hp or 117 hp per liter.
@@jakewiththemark8. It’s the same reason why the Coyotes are great, learned from the Mod motors. Coyotes excel with low end torque from the VVT, and they make big power because of: high compression, lots of head flow, cam timing, ect.
That's one of the reasons I like Ford, look what they can do with only 4.6L and 2 valves. But at least Chevy gives you more cubes to work with. Also makes me think of the 03-04' Cobras how Ford gave a rotating assembly capable of handling the upgrade of an aftermarket blower. It's as if they knew the customer was going to modify.
Yes, I personally think Ford does n did put smaller engines vs it's competition bcuz Ford outsells it's competition so it's an agreement they make to not completely annihilate their competition.. 🤔
Here to comment on the first one but the reply above is total bs. Anyway the cobra was built to handle boost because ford screwed up in the production process and couldn’t make their motor reliable but they already had the release date set so they just threw in forged parts to compensate it to make it more reliable.
@@eccentricorgan Don't believe him that Ford only put forged internals bcuz they somehow screwed up the engine..lol Ppl complained the n/a Cobra was underpowered so Ford forged the bottom end n added a blower to end the haters suing Ford over it n the legal cases from the plastic intake.. They fixed it with the Terminator Cobra.. Doesn't change the fact that the big 3 companies share with each other n agree to give a lil, take a lil.. Just how it is these days..
Limitations in the heads and thereby headflow. These things mean heads, cams, custom or at least modified intake, exhaust, rods, pistons, chains, guides, tensioners, oil pump. And I'm missing some things for it.. however, the block are retarded strong. The teksid block was built by the same forge that Ferrari uses..
I get that. The reason is the TrickFlow heads won’t work right with PI cams. The LSA is wrong on PI style cams for the TF heads. The Modular Head Shop has a very detailed video about timing the cams and how TF is sending PI style cams with their package. He even shows you how the LSA is wrong. Too much overlap just kills power potential. It is common and swapping to the right cams yield big gains.
It amazing that everyone keeps measuring the power of their engine to the 4.6 2v. I have seen comparison of 5.3, 6.0 . 7.4 (454) , 8.1 , Hemi 5.7. Notice all these engine have one key advantage from the start "displacement" lol.....that why I love the 4.6 2v. Which in reality the 4.6 (2, 3,4 valves) save the muscle car era. There would be no muscle cars without the 4.6. How Ironic is that Ford save the muscle car era, create the muscle car era and now they are saving it again (Chevy is killing off the Camaro again, and Dodge says it going all Electric), while Ford is putting out the new awesome "Dark Horse" Mustang. good video...
Just curious where you dyno'd at? I'm putting my 351 in this spring - and I need a place. Doesn't seem like that 4.6 has lost much power since the factory.
John Mihovetz has gone 5.88 at 256mph with a prepped 4.6 4V. Oe block and heads, timing components and factory Kellogg crank. Made 3,000 hp @ 10,000 the Westech dyno. No oe block and head GM ANYTHING has done that.
A good combo for a 4.6 2.v take a non pi 4.6 2v pre 98 cause it has 11cc dish piston compared to17cc dish in pi 4.6. swap the heads, intake and cams from a pi motor. Pi heads have 42cc combustion chamber compared to 51cc of non pi, cams have .550 lift compared to .500 and the intake has longer runners. This combo will give you higher compression then either motor changing from 9.2: to right at 10.5:1. This will add 60 hp at the crank. If you get a good port job the PI head and and upgrade cams over 400hp is easily attainable
i donno why you changed out the flex plate but ok the only reason i could think of why u changed the flex plate is cause the bolts on the verter is different or the teeth on the ring are chaved (which looks like it wasn't) but i would take the 4.6 2v and get a shell to put it in i would build it first though great videos though i really enjoy watching your videos
I changed the flexplate because the engine makes well over 1,000lb.ft. Of torque and the new SFI flexplate is much thicker and stronger than the stock one
Those numbers are great and other dyno videos I've seen show that the 4.6 2V especially the last version made good power and the torque is always better than I expect. Of course the manual takes way less power to turn than the auto and the drive shaft and wheel weight play a big role on the trucks. I think the guy with the reliability comment about 2V mod motors is a mistake thinking of the 3V engines but the 4.6 version of those probably are not that bad if taken care of. The 5.4 3V was the problem child.
I just recently started watching a husband and wife team called "Ugly Truck Experience " on CZcams and they have a 68 (?) Chevy C10 with a 302 and a AOD transmission witch I thought was kinda cool its different for a change.
The TPI 305 actually made more power than the 5.0 H.O in the mustang when the 1LE camaro came out. Other than that they were pretty much even (Fbody had slightly more TQ, Mustang slightly more hp, but the Mustang had a real dual exhaust with factory headers and the F-body had a fake one), but when you can check a box and get a 5.7 in the same car instead why wouldn't you (and the 305 actually made more hp than the 350 but not the same TQ)? Alot of people don't know about the L99 4.3L v8 which was a de stroked 305 that came in the 90's caprice. With the same EFI and accessories as the LT1 it made the same power as the (new back then) Ford 4.6L 2V in the Crown Victoria (the first car to ever have it). In both cases the Chevy engine made more power even when it was smaller than its competitor, but again why pay attention to that when you can check a box anytime you want to and get a 5.7? What gave the 305 a bad name was TBI. You could still get an F-body with it even into the 90's. A 30-40 hp difference from a difference in induction system where the Ford 5.0 in all cars and Trucks had EFI from 1986+. Why they wouldn't just stick with TPI on all 305 cars I have no idea. I'm sure those Cadillac Brougham owners would have loved to have had 220hp with their 305 instead of 170. More power and better mileage, kind of a no brainer right?
With how affordable a 4v 4.6 is in every pull a part yard in america, i think they are closer marketplace competitors. Aviators, continetals, mark viiis, and navigators offer any kind of modular expirience you need. From 7k rpms shifted combos or 350ft/lbs of torque at 3000 rpms with a 5.4, you can put in some work on a budget
A better comparison would be a ls1 in a Camaro, comparing a muscle car engine to the truck engine is like comparing apples and oranges, both similar, but very different at the same time
Something to keep in mind is that chassis dynos have lots of fudge factors. Unless they are calibrated at the OEM level to SAE standards (no one does this but OEMs) they should only be used for comparison to their own measurements and as a road load. Numbers are very... Slippery
@@monibo7075 they'd be much closer, yeah. Still not perfect because of tire make and such, but yes, closer. That was kind of my point though. He's measuring these things and comparing on different dynos in different locations. They aren't really comparable.
@@Jazz3006 well now that was kind of my point I had the idea of he went to the same dyno and did the test on the same dyno just different days, Yea your right on the money the dyno numbers would have difference
Volumetric efficiency is where it’s at in an overhead cam engine that’s what makes the fan boys of push rod engines really bummed It’s OK they’re all good. Well damn it hard to not like them all! Especially the vagueness of Ryan Roberts: “Chevy make the best motors YAY!!” Lmao! Give it a break.
Hey is that mini truck on the road? I swear I saw one with the mirror style tint on the road downstate somewhere and there can’t be that many on the road with that tint in the area.
OK question I noticed you was using the 4.6 2v Romeo engine in the mustang. Then the 5.3 2v truck engine. Well my question is why didn't you use the 4.6 2v Windsor block from a 97 or 2000 truck instead of the Romeo engine?
I mean it would be cool to just turbo the 4.6 the cheapest way and keep stock pistons valves and all that ya know and see how much you boost you could hang reliably
You should ship the ugly truck to Florida. Fly down with the family for a small getaway for a couple of days. Let the wife and kids decorate the ugly truck for the cleetus Christmas tree drag race. See how fast the old ugly truck is hauling a Christmas tree.
The reason builders pick an LS over a ford mod is simplicity, expense and durability. Ford modular engines can make a lot of power, but not enough to justify dealing with the complicated DOHC chain guide crap. Also you can pound on an LS. Like an old school small block Chevy they will just smile. Ford Mod...they will probably run short of oil volume and take their ball and go home.
1. Comparing a 4.6 to an old junkyard 5.3 alone should tell you the 5.3 is a great motor. 2. In your intro you say “the results might surprise you” considering there’s only 3 possible outcomes im not surprised.
Don’t port the 2v heads but get a set of cams from Todd Warren. I milled .040 off the deck of the heads I didn’t port them and threw in a set of his cams and the car made 305whp
A 4.6 2v with PI heads, intake manifold, headers, and a good time with make 350hp at the crank. Back in the mid 2000s I embarrassed a lot of C5 owners with my GT.
I am ford fan and I love their modular engine line, especially my coyote. I personally think that the 4.6 2v is gonna lose this one. A 4.6 4v would be a different story possibly.
The 2v? Yeah.. with enough boost, timing chains, guides, intake, and bottom end. I've actually driven all but the 2v though. The coyote is a damn screamer. And I didn't realize the LS was so castrated by the transmission.. yikes
Absolutely if talking Lm7, lmf, lq9... In stock form but 5.3 has better building potential for less $$ and the L83 whole another beast might beat it even stock.... Tune with GDI gets crazy
Pulling the air filter out adds 80hp on the 4.6 engines, driving at 175HP all the time... Poor filter rendition collapses on its self plugging off everything.
Am I the only one that at first glance this was a Richard Holdener vid!! 😂😂
Dyno days are my favorite day. Here’s to the king of dyno. LT you are amazing at tunes. I need to learn more for sure.
It makes me happy to know that I'm not the only one who thinks converter tuning is voodoo. Coming from time attack & drifting I'm used to clutches so my new drag build took a while to get the right convertor. Been doing good these last few months with the ATI. Great video 👍
Yeah that stock 4.6 would be perfect in the Taco! And the engine really wouldn't need any mods to be a pretty crazy ride!
The 4.6L 2v is an iron block V8. Build the bottom end and supercharge it, can make a lot of power out of it that way.
Yes, totally, seen a stock heads n cams making 900rwhp just with forged internals 2v..
The drivelines made all the difference in those dyno tests. And yeah a 4.6 in a taco is a kick to drive!!
Well it definitely sounds pretty good as is. Excited to see how this turns out. Thanks for taking us along! 👍
You bet!
I'm liking this channel more & more everyday. You're doing really cool & different builds & it's almost exactly what I would do if I had the time & $$$$. Also, I've also always loved that body style of mustang. Alot of my friends think I'm crazy, but I love those years. Probably because I was in my 20's when they were new. I can't wait to see what the 5.4 sounds like & what it does on the dyno. It's gonna be a LS killer!
Anytime! I do service work & I always have time to discuss cars. I'm constantly theory crafting different combos & oddball cars & trucks.
I'm actually pretty surprised at the torque that 4.6 put to the tires. Those engines are fairly gutless, but 290 isn't bad at all. Especially bone stock.
The engine would like more lift, springs, and a 3:73/4:10 rearend and they wake up..
Agreed
@@PureCountryof91 Turd...waste of time.
@@ryanroberts1104yeah they just need a bit of boost
There is a relationship between head flow rates and what rpms it can fill the displacement with air all of the way, the stock 2V mod motor head doesn't flow that well (they were not going for records with it from the factory).
I really like the idea of putting the engine and Trans from your mustang in the Toyota.
My old 00’ new edge with full bolts ons and a 01 bullitt intake made 266/290 through a loose PTC converter. That’s not bad for stock!
I have two Bullitt intakes for sale in Houston if you know anybody!
4.6L's have incredibly efficient combustion chambers, they have close to the ideal bore/stroke ratio and are very low friction. The OHC valve springs are also softer because they don't have an actual "valvetrain" so they can still keep up with the revs without all that seat pressure. All that adds up. The cheat that the 2001+ (in your case 1999+ because the mustang had it first) are the cams. They are huge in the revised heads for stock cams and such a small motor, like .505 lift. The PI heads actually don't flow much more peak than the previous ones as they kept them semi restrictive for the sake of low end power to get those big 4 door cars moving. Alot of guys with the old style heads would just swap the cams and intake and make almost as much power as a PI engine. Nevermind the fact that the CR is still 9.3:1 as it has been since 1991 and that the 4V engines are all higher than 10:1 and it can come close to matching them with just a few light mods and tuning.
Spot on. PI 2v’s are often looked over yet can be strong runners with the correct power adder. Add the fact curb weight of the mustangs they came in are significantly less than the newer cars.
Actually the stock PI cams have a 530 lift, just not tons of duration. PI heads were more efficient than previous generation. The removal of the swirl damn and revised chamber actually helped combustion more in the PI heads. The peak flow numbers are very close, but the lower lift flow is where the PI heads were much better. The Ford SVO 2V heads actually were non PI design and out flowed both of the others. The aftermarket chose the PI heads for support due to the ability to use bigger cams. Guess that is why the SVO heads just never took off, well that and severely overpriced compared to the PI’s .
@@gr8whitestang613 perfect!
@@BoardwalkBullies Well maybe not perfect, but close enough for the generalities we would use in casual conversation. 😉 There are a lot of guys out there that know a bunch more than me. I just try to share what I do know when I can.
@@gr8whitestang613 I find it intriguing how many people say "those engines suck" without a shred of knowledge about the specs. I mean the bullitt put out almost as much as an LT1 Fbody just from an intake upgrade and we're comparing a 4.6 to a 5.7 with a high CR.
I was shocked at the old 2v I figured it would be between 190 and 210 it really is shocking at how well the Mustang runs the burnouts it does with not alot of ponies.. my buddy had an 86 monte ss when we were in high school that engine mad 190 hp at flywheel but man the donuts that car would do.
HELL YES TACO + 2V BUILD!!! could be a fun build!
Love to see the 4.6 go into the Tacoma! Great idea!!!
5'3 would actually be easier to fit into Tacoma because it's smaller
The 8.1 would be easier to fit than that 4.6. The 4.6 is just a monster of a motor dimensionally.
@@bertpulaski2492 2 Toyota 2.3L sohc combined
4.6L in the Tacoma sounds fun.
I use that same headlamp at my job. Probably the most comfortable one I've ever used.
The correct title would be... Can a manual transmission have less power loss than an automatic?" The answer is yes and it is completely understandable that a manual gearbox behind the 4.6 would put down about the same as a 5.3 behind an automatic.
yes, the 4l80 takes alot to turn
Love my 4.6 and has been the most dependable engine ever! Only weak spot was chain tensioner for the one running high RPM! They all have parts that just wear out!
I have an f150 that has 450 thousand with 4.6 most reliable truck I ever had by far..
i know this video is from a while back but you shold use the 4.6 in something i had it in my 05 explorer and that engine is pretty badass
Another factor I bring to the table in your testing is that your going to dyno both but ones in a truck which inherently has a much worse parasitic loss than a mustang would having a beefier drive line and more rotational mass/weight although not All that much of a difference in the grand scheme. I believe the difference comes more from the intake Manifold and cam profile being a truck vs a car. Typically runners vary for low end tq on a truck. Cam is typically balanced or leans towards tq in a truck and low end power vs a sports car. Just some ideas on potentially why the 5.3 isn’t making more power and tq having the extra displacement. Great video man. 👍 and for all that say the 4.6 isn’t reliable you would be dead wrong. Ask the police you still see crown Vics rolling around today. Don’t see that many caprice cop cars today do you. That motor runs hard. I ramped mine into a pond and it was still running, drove it through 4 hurricanes trying to flood it 🤣 didn’t die or stall. Crashed it into a fence and was still running, crashed it into a car still running. That car never died I just fixed cosmetics and continued to have fun in my young years driving it hard daily.
Look at the 1999 5.3 because that's when they came out vs the 99 5.4 in Fords f150 the 5 3 was rated at 270hp and 325 ftlbs the 5.4 was 250hp at 345ftlbs gotta compare apples to apples here I mean the 5.3 is a 327 cubic inch engine and the 4.6 is 281 that's almost 50 cubic inches yea the 5.3 is gonna make a little more just because it's bigger. But Fords 5.4 is just as powerful as the 5.3 and had more torque and will turn more rpms too.
4.6 taxi crown vics in newyork have had over 1 million miles on them, bullet proof
Chevy fans are people that got tired of paying the Ford tax to build a Motor. Loved my 6.0 in my NBS Denali and love the sound of my sn95 2v
That would be a fun project for the Tacoma. It would make for great videos!
1uz swapped tacomas should be a thing.. they'd be nuts in the muscle truck era we're seeing
Why is it always Chevrolet needs more cubes to run against smaller cube Fords??
Brake mean effective pressure. It's the truest "yardstick" for measuring work/efficiency and no GM Except the ultra exotic flat plane ZR1 engine is anywhere near the twin cam ford engines.
Love the videos can you do a tune and see the difference
"The Tacoma already has Mustang wheels" I was literally typing this when you said it 😆💯✌️
Your 99 and 2000 5.3 and 4.8 was the lowest power rating out of them all. 5.3 was 270hp I think amd 4.8 255hp rating factory. In 02 they went up the 5.3 had 295hp and 325 tq. Alot of people don't know that... good stuff LT
Yep, to me they're worthless swaps into cars that already have a good v8.. My stock P71 beat a 5.3 swapped single cab Silverado.. The 5.3 definitely had more torque than the 4.6L 2v but we were still pretty close races..
I own a 4.6 2v and I gotta say not without more money
I want say that a 4.6 is a power house, but I will tell you they are bulletproof little engines very reliable
To answer in quick , no the LS has more potential. The heads flow as much if not more stock as perf heads for the 4.6 . If you were to build each other with equal components the 5.3 still comes out ahead as it's bigger in displacement. In the end it comes down to how you build the engine and then a drivetrain to best use the power. Low end grunt even in boosted applications is not the 281's strong suit compared to a boosted 5.3's 327-8 cubic inches. The 4.6 shines in it's ability to make torque, it's a very small displacement engine yet in stock trim will make 300+ lbft at the flywheel. It has a long stroke to bore . A more fair comparison would be a 5.4 to a 5.3 or a 4.6 to 4.8 . Honestly I'd do neither of those engines and I'd go straight to a 3.5 Ecoboost from a raptor and swap in GT40 cams, tune it and ruin people's day ...550lbft or more from 2000 rpm to 5800 rpm... It never dips below 500 lbft throughout the entire rev range. It sits further back in the chassis for better weight distribution and it fits better than the 4.6 . Most don't get why you'd do this swap, I'll give you some perspective....70 Buick stg 1 455 SD ( for the longest time held the honor of " the most powerful production V8 ) couldn't make this power from 7.4 ci , a Lambo doesn't make that kind of torque. 👹
I assume flexplate problems probably happen with high rpm and maybe hard shifts with wide swings in rpm
Imho, the benefit to modulars is even tho the 2v may not have huge aftermarket support, you can make use of oem 3 or 4v parts and make a lot more power for very little $$
I agree but I don't see why ppl say they don't have much aftermarket support 🤷🤔, I see huge support for these lil engines..
@@P71ScrewHead You can find forged internals and tons of timing/valvetrain components and hardware pretty easily for these engines. It's all "modular" by name and tooling so parts are very interchangable across the nearly 3 decades of use.
A lot of components that are oem in say, a 91 Lincoln town car engine, will carry over and work in something like a 2011 Crown Vic or a 2015 Triton v10 and vise versa.
For some reason though, people see that there's very few intake manifolds and even fewer cyl head options when compared to something like the old sbf's. The fact remains, the stock heads and induction offer a whole lot of variety and kinda makes the lack of aftermarket head castings a "non issue". Stock 4v castings can support more horsepower than most people will ever pilot down the road so there was never much of a need for the aftermarket to step in.
The main/key components that actually need to be replaced with aftermarket parts to support power is pretty minimal, regardless of the starting point, be it a 90s 2v engine, an alloy block 4v motor, or a 3v truck engine.
@@madmod I agree, these are fun cars too, roomy Panthers n cheap replacement parts.. I'm a 2v guy, much more simple than the other ones, imo..
@@P71ScrewHead I thought it was funny when i owned my 04 Crown Vic, you could buy parts like coil packs for the Triton v10 for cheaper than a set of 8 for the 4.6, plus you got two spares. Understanding that they tooled the engines to be as interchangable as possible makes it so easy to find parts. My old 2v combo in my 1996 mustang had an 04 Aviator 70mm Throttle body, 04 cvpi ported plenum, 2002 mustang pi cams, 2011 pi 4.6 intake with a mark viii 190lph fuel pump and it worked and bolted together just like oem. Easy way to get low 14s, high 13s on a budget.
@@madmod Hey, that's good that you mention that, if i need coil packs, i'll search the v10..lol It's very convenient that they did that with these Modulars, they were thinking of the fleet sales n how to make it much more profitable.. The 4.6 n 5.4 were put on most well selling vehicles, v10 too..
i miss Utah. I lived in Layton for several years, just up from the JR high. it was 2 lane rd when i lived there, google maps shows it as a 4 lane now heh
I built and raced 4.6 single and dual cam mod motors for years and always fought a crazy battle of reliability. I had lots of fun with a 4.6 sohc that had a kenne bell 2.1 and nitrous. It made 630 to the tire and was wicked fun and fast but went through 2 built short blocks and 2 stock short blocks. Tuning non stop. Then went single turbo and made 700 wheel and even more issues. Then bought a 2016 camaro ss and did head cam and it would beat the 2v in a roll and drag race. Way easier and way more reliability with an ls or I prefer lt. Now I have a e50 tuned c7z that make 630 to the tire and is plenty fast and 98% stock. Mod motors sound good but unless starting with 03 04 cobra then don't go past bolt on na fun
You didn't get forged internals did you
Yes with right parts ...but not as cheap 🤦🏿♂️and I love the blue oval but definitely not for light pockets
Hey would you consider doing a 6.0 rebuild (new heads, cam)and a 4l80 swap, on a 02 Escalade
I have seen a 4.6 2v with 38cc tfs heads 12-1 compression stroked to a 5.0 and with custom cams and full exhaust and a Victor Jr efi intake manifold and elbow on pump gas all na make 499.8 or 500rwhp with a manual trans. By the way that's around 575-585 crank hp or 117 hp per liter.
Expensive too!
@@bri-manhunter2654 no doubt it cost a pretty penny but it's just proof that you can make good power with a mod motor if you want to.
@@jakewiththemark8. It’s the same reason why the Coyotes are great, learned from the Mod motors.
Coyotes excel with low end torque from the VVT, and they make big power because of: high compression, lots of head flow, cam timing, ect.
That's one of the reasons I like Ford, look what they can do with only 4.6L and 2 valves. But at least Chevy gives you more cubes to work with. Also makes me think of the 03-04' Cobras how Ford gave a rotating assembly capable of handling the upgrade of an aftermarket blower. It's as if they knew the customer was going to modify.
Yes, I personally think Ford does n did put smaller engines vs it's competition bcuz Ford outsells it's competition so it's an agreement they make to not completely annihilate their competition.. 🤔
Here to comment on the first one but the reply above is total bs. Anyway the cobra was built to handle boost because ford screwed up in the production process and couldn’t make their motor reliable but they already had the release date set so they just threw in forged parts to compensate it to make it more reliable.
@@brodybob3203 Interesting. Curious to know how Ford screwed up in the production process requiring them to install forged parts?
@@eccentricorgan Don't believe him that Ford only put forged internals bcuz they somehow screwed up the engine..lol Ppl complained the n/a Cobra was underpowered so Ford forged the bottom end n added a blower to end the haters suing Ford over it n the legal cases from the plastic intake.. They fixed it with the Terminator Cobra.. Doesn't change the fact that the big 3 companies share with each other n agree to give a lil, take a lil.. Just how it is these days..
What about the 2v trick flow heads for the 4.6 in the Tacoma with mhs cams.
I would love to see a 1UZ or 3UZ swap in the Tacoma!
Love the content. Why not the 4.6 upgrades
Limitations in the heads and thereby headflow. These things mean heads, cams, custom or at least modified intake, exhaust, rods, pistons, chains, guides, tensioners, oil pump. And I'm missing some things for it.. however, the block are retarded strong. The teksid block was built by the same forge that Ferrari uses..
I thought about it, but really wanted to do a 5.4 4v project for the longest time, so I decided to do that
It sure as heck can. Just takes a whole lot more money to do so (reliably anyway)
10 years ago I did whole trick flow topend, with stage 2 comp cams, $4500 it got me 319whp on a 99 Car ran mid 12s.
4500 to get what a 99 LS1 Camaro will make with free mods. Ouch.
I get that. The reason is the TrickFlow heads won’t work right with PI cams. The LSA is wrong on PI style cams for the TF heads. The Modular Head Shop has a very detailed video about timing the cams and how TF is sending PI style cams with their package. He even shows you how the LSA is wrong. Too much overlap just kills power potential. It is common and swapping to the right cams yield big gains.
It amazing that everyone keeps measuring the power of their engine to the 4.6 2v. I have seen comparison of 5.3, 6.0 . 7.4 (454) , 8.1 , Hemi 5.7. Notice all these engine have one key advantage from the start "displacement" lol.....that why I love the 4.6 2v. Which in reality the 4.6 (2, 3,4 valves) save the muscle car era. There would be no muscle cars without the 4.6. How Ironic is that Ford save the muscle car era, create the muscle car era and now they are saving it again (Chevy is killing off the Camaro again, and Dodge says it going all Electric), while Ford is putting out the new awesome "Dark Horse" Mustang. good video...
Great info, I didn't know that. Good thing I pick up a 4.6 F 150 a few months ago.
What was the flow numbers on the mark 8 heads ?
Just curious where you dyno'd at? I'm putting my 351 in this spring - and I need a place. Doesn't seem like that 4.6 has lost much power since the factory.
John Mihovetz has gone 5.88 at 256mph with a prepped 4.6 4V. Oe block and heads, timing components and factory Kellogg crank. Made 3,000 hp @ 10,000 the Westech dyno.
No oe block and head GM ANYTHING has done that.
A good combo for a 4.6 2.v take a non pi 4.6 2v pre 98 cause it has 11cc dish piston compared to17cc dish in pi 4.6. swap the heads, intake and cams from a pi motor. Pi heads have 42cc combustion chamber compared to 51cc of non pi, cams have .550 lift compared to .500 and the intake has longer runners. This combo will give you higher compression then either motor changing from 9.2: to right at 10.5:1. This will add 60 hp at the crank. If you get a good port job the PI head and and upgrade cams over 400hp is easily attainable
i donno why you changed out the flex plate but ok the only reason i could think of why u changed the flex plate is cause the bolts on the verter is different or the teeth on the ring are chaved (which looks like it wasn't) but i would take the 4.6 2v and get a shell to put it in i would build it first though great videos though i really enjoy watching your videos
I changed the flexplate because the engine makes well over 1,000lb.ft. Of torque and the new SFI flexplate is much thicker and stronger than the stock one
Those numbers are great and other dyno videos I've seen show that the 4.6 2V especially the last version made good power and the torque is always better than I expect. Of course the manual takes way less power to turn than the auto and the drive shaft and wheel weight play a big role on the trucks. I think the guy with the reliability comment about 2V mod motors is a mistake thinking of the 3V engines but the 4.6 version of those probably are not that bad if taken care of. The 5.4 3V was the problem child.
I think a 4.6 in a Toyota would be definitely different and cool
I just recently started watching a husband and wife team called "Ugly Truck Experience " on CZcams and they have a 68 (?) Chevy C10 with a 302 and a AOD transmission witch I thought was kinda cool its different for a change.
That 4.6 would make a great boat anchor just like all the chevy 305s in the eighties
The TPI 305 actually made more power than the 5.0 H.O in the mustang when the 1LE camaro came out. Other than that they were pretty much even (Fbody had slightly more TQ, Mustang slightly more hp, but the Mustang had a real dual exhaust with factory headers and the F-body had a fake one), but when you can check a box and get a 5.7 in the same car instead why wouldn't you (and the 305 actually made more hp than the 350 but not the same TQ)? Alot of people don't know about the L99 4.3L v8 which was a de stroked 305 that came in the 90's caprice. With the same EFI and accessories as the LT1 it made the same power as the (new back then) Ford 4.6L 2V in the Crown Victoria (the first car to ever have it). In both cases the Chevy engine made more power even when it was smaller than its competitor, but again why pay attention to that when you can check a box anytime you want to and get a 5.7? What gave the 305 a bad name was TBI. You could still get an F-body with it even into the 90's. A 30-40 hp difference from a difference in induction system where the Ford 5.0 in all cars and Trucks had EFI from 1986+. Why they wouldn't just stick with TPI on all 305 cars I have no idea. I'm sure those Cadillac Brougham owners would have loved to have had 220hp with their 305 instead of 170. More power and better mileage, kind of a no brainer right?
the tacoma should have the 4.6L but do please find a forged bottom end(ford racing makes factory replacements for the 4.6L check their catalog)
Put 4v heads on the 4.6 and put it in the Tacoma . May require a custom timing cover depending what accessories you run .
Compression will be too low. Trick is to put 2001+ 2V heads on top of a 4v shortblock. You'll have about 11.5:1 CR.
@@BoardwalkBullies what kind of power does that combo make? Just curious...
What brand of torque wrench do you use?
Working on the mod engine while in the bay is a nightmare compared to the LS.
Bear in mind Eric Weingartner did dyno testing which showed something wrong but on track day everything was going right.
With how affordable a 4v 4.6 is in every pull a part yard in america, i think they are closer marketplace competitors. Aviators, continetals, mark viiis, and navigators offer any kind of modular expirience you need. From 7k rpms shifted combos or 350ft/lbs of torque at 3000 rpms with a 5.4, you can put in some work on a budget
My 69 fasty has an 03' aviator 4.6 straight outa' lkq pick n pull. Was less than $400! Installed guides, chains, mach 1 intake and mark 8 pan.
@@jimbote1968 Hell of a combo! My sn95 has an Aviator motor and its a trooper
A better comparison would be a ls1 in a Camaro, comparing a muscle car engine to the truck engine is like comparing apples and oranges, both similar, but very different at the same time
Something to keep in mind is that chassis dynos have lots of fudge factors. Unless they are calibrated at the OEM level to SAE standards (no one does this but OEMs) they should only be used for comparison to their own measurements and as a road load. Numbers are very... Slippery
The results would be the same if both cars were dyno on the same dyno
@@monibo7075 they'd be much closer, yeah. Still not perfect because of tire make and such, but yes, closer. That was kind of my point though. He's measuring these things and comparing on different dynos in different locations. They aren't really comparable.
@@Jazz3006 well now that was kind of my point I had the idea of he went to the same dyno and did the test on the same dyno just different days, Yea your right on the money the dyno numbers would have difference
Volumetric efficiency is where it’s at in an overhead cam engine that’s what makes the fan boys of push rod engines really bummed It’s OK they’re all good. Well damn it hard to not like them all! Especially the vagueness of Ryan Roberts: “Chevy make the best motors YAY!!” Lmao! Give it a break.
I think just cutting out the restriction of not having exhaust you would of got you were u wanted to be time wise.
Hey is that mini truck on the road? I swear I saw one with the mirror style tint on the road downstate somewhere and there can’t be that many on the road with that tint in the area.
I think he drives it around from time to time
OK question I noticed you was using the 4.6 2v Romeo engine in the mustang. Then the 5.3 2v truck engine. Well my question is why didn't you use the 4.6 2v Windsor block from a 97 or 2000 truck instead of the Romeo engine?
Doesn't matter, same compression ratio, same cam, same ports
11👍's up LT thank you for sharing
I think the extra driveline losses of the automatic in the truck accounts for a big part of why they came out so close.
I mean it would be cool to just turbo the 4.6 the cheapest way and keep stock pistons valves and all that ya know and see how much you boost you could hang reliably
@@jonathanlynda I’m in discuss with you🤮😂
First need to put more than 4 threads to hold spark plugs in head
You should ship the ugly truck to Florida. Fly down with the family for a small getaway for a couple of days. Let the wife and kids decorate the ugly truck for the cleetus Christmas tree drag race. See how fast the old ugly truck is hauling a Christmas tree.
Did you sell the COPO truck?
I got a built 2 valve cams truck flow heads its a npi motor with bog pi heads it made 340 na
@@jonathanlynda what's up bro
The reason builders pick an LS over a ford mod is simplicity, expense and durability. Ford modular engines can make a lot of power, but not enough to justify dealing with the complicated DOHC chain guide crap. Also you can pound on an LS. Like an old school small block Chevy they will just smile. Ford Mod...they will probably run short of oil volume and take their ball and go home.
Bring back the mid 2000’s. Long tubes, no cars and SLP loudmouth 2’s
Not gonna lie a 2v Toyota is pretty sweet bro
Put the 4.6 and a turbo in the taco and make it a drift truck 🤙
1. Comparing a 4.6 to an old junkyard 5.3 alone should tell you the 5.3 is a great motor. 2. In your intro you say “the results might surprise you” considering there’s only 3 possible outcomes im not surprised.
Question. Do you have to change any computers to change from 4l60 to 4l80?
Yes, you need a different tune for the 4l80e.
its the same engine computer, but has a different tune flashed into it to correctly run the 4l80
2jz swap in the tacoma. you know you want to. call it the "no shit" swap. from when jesse said "2jz no shit!"
Don’t port the 2v heads but get a set of cams from Todd Warren. I milled .040 off the deck of the heads I didn’t port them and threw in a set of his cams and the car made 305whp
A 4.6 2v with PI heads, intake manifold, headers, and a good time with make 350hp at the crank. Back in the mid 2000s I embarrassed a lot of C5 owners with my GT.
Sure you did. LOL.
@@khrisyeet8022 fordtard delusion lol
@@khrisyeet8022 - 4.6 is a badass engine just takes brain know what you’re doing
i have a 1998 fordf150 nascar edition making about 280 any suggestions on what i should do to make more power???? PLEASE HELP LOL
Sounds like it needs some boost!
I am ford fan and I love their modular engine line, especially my coyote. I personally think that the 4.6 2v is gonna lose this one. A 4.6 4v would be a different story possibly.
V8 swapped Tacoma will be cool.
The 2v? Yeah.. with enough boost, timing chains, guides, intake, and bottom end. I've actually driven all but the 2v though. The coyote is a damn screamer. And I didn't realize the LS was so castrated by the transmission.. yikes
LT which trans jack is that?
@@jonathanlynda lmfao thanks jonathan lynda
Here you obviously have a torque converter vs a clutch. Perfect example of why we call them slush boxes
Absolutely if talking Lm7, lmf, lq9... In stock form but 5.3 has better building potential for less $$ and the L83 whole another beast might beat it even stock.... Tune with GDI gets crazy
TFS makes a 2v head that does 280 something cfm.
2v can be great and have a lot of power. However LS is just cheaper mod for mod.
Some of the #s are due to less drivetrain loss with the manual in the Mustang. I would ditch the Tacoma, it will always be a slow truck.
Dude please spray that 4.6 in the mustang until you burn the house down. You can do a million draggy hits.
5.3 also had a auto trans which as you know robs more power then thev5 speed in the mustang
My guess is probably not? Idk just never heard anything particularly good about the 2v’s
4.6 2v really aren't powerhouses, they sound good with Flowmasters and get great mileage.
Pulling the air filter out adds 80hp on the 4.6 engines, driving at 175HP all the time... Poor filter rendition collapses on its self plugging off everything.
Turbo 4.6 Toyota
I thought we agreed on a 2j for the Tacoma 😢
Only if the 4.6 2V has a power adder and the 5.3 is NA.