I performed my first 4V swap some time around 1998, and have done a few others since then. Some peripherals depend on the year model of the engine, but if you get a complete Lincoln 4V without the rear mounted throttle body, you will have easier success with the induction pipes.
Depending on the year model of the heads, you could use related Mustang parts for accessories in your swap. In either case, you will need a k member, and engine mounts. Depending on which k member, you may need parts to correct the steering geometry, and most likely a Mustang oil pan.
You'll need a 4V wiring harness and PCM, unless you go with stand alone. You will need a different exhaust, mid pipe with headers or stock, Mustang, 4V manifolds.
You will need to consider the power steering system / lines, and the fuel line adaptation.
A flywheel and bellhousing may be needed, depending on the trans you use. Radiator connections will need to be addressed.
I did not have to get a different driveshaft.
I'm sure there are more small things, but that will give you a good idea of major cost concerns.
It's a 4.6 DOHC out of a Mark VIII, that's pretty much all the info I was given.You need to be much more specific than just "Lincoln 4V".
It's a 4.6 DOHC out of a Mark VIII, that's pretty much all the info I was given.
Yeah, I believe I read the Mark VIII has a cast crank while the Cobra's are forged. Is that correct?93-96 feature a rear mount throttle body.
97-97 feature an intake similar to the 96+ cobra that’s easier to use.
You can also swap a 96-98 cobra intake on. There are some other small nuances that do make a difference. It’s not exactly the same engine as the 96-01 cobra
Yeah, I believe I read the Mark VIII has a cast crank while the Cobra's are forged. Is that correct?
dude get an all aluminum aviator or explorer 2v and slam that sucker in there. you'll lose like 80 lbs off the nose and you'll save a lot of headache.
EVERYTHING with the 4v's costs more and is more of a hassle. everything.
....or maybe he wants to make some real power?
Okay, it seems you are here to make trouble, judging from your condescending, and useless posts to myself and others.2V K member and mounts will suffice
Steering and oil pan dont need any "correcting"
2V harness (with some minor adjustments) and ECU will work fine
2V power steering and fuel dont need any adjustments
Radiator connections wont be an issue
My biased opinion if you are dead set on a swap - https://www.stangnet.com/mustang-forums/threads/5-4l-dohc-swap.879938/
Is the power potential greater on a 5.4 4v or 4.6 4v? YES. But you could throw some pistons into your 97 block (if they are damaged) and slap on some 4v heads or find a set of 2v PIs instead. This of course assumes that you had a timing chain failure. If you threw a rod(s) then a head swap might not make sense.
Sean Hyland indicates that the pistons in your engine have a 11-cc dish, whereas the 4v has a 3-cc dish. If you swapped 4v heads (52cc combustion chamber volume) on your block, you would be at a 9.17:1 compression ratio. Stock is 9.28:1 with 96-98 2v heads (51cc combustion chamber volume).
2v 96-98 heads flow 156 CFM at .500" lift on the Intake and 117 CFM on the exhaust.
4v 96-98 B Series flow 231 CFM at .500" lift on the intake and 146 CFM on the exhaust.
2v PI heads flow 156 CFM on the intake and 133 CFM on the exhaust at .500" lift.
WHAT!? Why do PI swapped 4.6s make more power!? (the difference here is that the PI head is a 42cc combustion chamber head and will raise compression to 10.52:1 with 96-98 11cc dish pistons)
Here is a dyno video of a 96 with the PI heads and typical bolt ons.
View: https://www.youtube.com/watch?v=t890ADU1AOQ
He made 293 rwhp and 325 lbft.
My 5.4 4v made 273 rwhp and 316 lbft. I used a dynojet and the video above uses a powerdyno, so the numbers aren't apples to apples (I also had a faulty TPS), but I had a hell of a lot of work in swapping to a 5.4 4v. PI head swap (assuming your pistons aren't trash) could be done in a weekend without pulling the engine!
My two cents! Good Luck!
Okay, it seems you are here to make trouble, judging from your condescending, and useless posts to myself and others.
I did not specify 2V or 4V K member nor mounts, just a K member and mounts that will accept a 4.6L engine obviously.
I never said the oil pan needed "correcting", but the Mark VIII oil pan is best replaced with a proper Mustang pan.
In some cases the steering geometry can need correction, depending on the exact K member, rack, A arms, and spindles used. The OP never stated which steering parts he plans to use. I just mentioned it, so it could be taken into account.
I said fuel and steering line adaptation, not "adjustments".
A person could scratch build a harness with wire, pins, and a PCM connector too, but why complicate things for the sake of argument? Just because some can easily convert, or build a harness doesn't mean it's everyone's strong suit.
I never said the radiator connections would be an issue, but fitment needs to be addressed.
That's all the time I have for bantering semantics, enjoy yourself!
Ive done this swap. Maybe its time for a fresh tampon
What? Try making some sensehow much power did you make NA?
Oh, you probably used something to cram boost into it right?
sure, 4v's will make more power at the limit but who the hell REALLY goes to the limit?
but i'm the kind of weirdo that is totally happy with a mere 320rwhp and 4.10's because I probably got more in the suspension than I do engine.
What? Try making some sense
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