Didnt get me going. Just stating facts!:evilsmile I actually met ATO on the Modular Ford site so I know he's set on his project! If you want to see a 5.4 crammed in a Maverick or Mustang, improve your welding skills and do it!
If I recall, and I am relying a 48-year old memory, the modular motor has the potential for some big cubes, primarily with bore. Dennis, my engine builder and machinist restores and customizes Edsels. He had a beautiful green Edsel with a 514 in the engine bay. The next time I saw it, it had a built mod motor out of a Cobra. That DOHC engine filled the engine bay more than the 514 and it looked absolutely mean, nasty, and powerful. He coupled that engine to a overdrive automatic with Baumann Engineering computer control. He could adjust his shift points in seconds. I would love to see one in a Ranchero. I'm not sure I want to put a DOHC mod motor in a Maverick, but I would love to put a built one in Grand Marquis or Crown Victoria.
I like the looks of the DOHC 4.6. It reminds me of a Boss 429. You know you can get a regular manifold and put a 4bbl on it, and it looks killer! Its about $650 bucks though....
Travis that would take all the fun out of it, definately need to keep the EFI. Not only do they carb them but they also make a distributor for them.
Mine is out of a 93 Lincoln but I"m pretty sure its a SOHC. MY 57 Ranchero had a 93 Mustang 5.0 5 speed for a donor.
DOHCs came in continentals too, but they have a goofy FWD bell pattern. They only work on RWD trannys with an adapter plate, or I guess you could get a custom scatter shield made. But anyway, '93-'96 Marks still used EEC IV I think and those are the more desireable engines. The '97 and '98 Marks went to COP ign and OBD V EEC. Those engines look better to me, just because they're more clean. Leave my goat alone!! lol!! I've built and ran enough pushrod small blocks. Time for something new. I know that when I go to car shows I like to see different stuff, so I assume other people do too. What can be more different than a maverick (different enough right there) with a 4.6 DOHC, Independent rear, and fiberglass dog house? In regard to the 5.4, they're only iron blocks unless you can get your hands on a GT block or aftermarket piece. The '98 and older 4.6s have a heavy duty version of the aluminum block, and the '99 and newer engines were made at the Windsor Aluminum Plant (WAP) foundry. They're still stronger than the old short deck thin walled windsors (because of the deep skirt design), but not as good as the early model blocks. The iron blocks are pretty much indestructible, but weigh twice as much as the aluminum blocks. The number I've seen for the aluminum 4.6 DOHC is right in the area of 425 ish pounds, which is still more than the 385 for a 302. The DOHC is also a pretty good runner right from the factory. 281 cubes pumping out 290 HP in its most tame configuration. The cobra engines were 305 I think from '96-'98 and 325 HP from '99-'01. The Mach 1 engine is right around there too. If you throw the FRPP catalog at it, you get more than 400 ponies out of it and spin her to 7500 RPM every day. I just love that high RPM sound. The only thing I don't like about the mod motor is the price. $1500 for cam shafts springs lifters rockers and valves, $3000 for an intake manifold (it's magnesium though, so that adds cool factor ), another $1600 for heads. Bottom end prices are more in line with traditional high performance hardware.
If three or more Mavericks wind up with mod motors, they can be called the "Mod Squad." Did I just date myself again?
Your right I forgot about that weird bolt pattern in the Cont. I've still yet to find a Cont. with one of those...they must not have made many?
The Continental engines also did not have "traditional" engine mount bolt holes so they cannot be used in a rear wheel drive configuration unless you use a motor plate. Four valve engines went to the COP ignition in '99. As Terry mentioned...you can get some cubic inches out of the modular but it isn't cheap. For a big bore engine (3.700" is big?) you need an aluminum block and either custom sleeves or the Darton wet-sleeve kit. This will give you either 298" (3.700" bore) or 302" (3.720" bore). The other way is a 3.700" stroker crank kit. Typically, you'll find more horsepower and torque with the big bore kit. However, most take the "easy" way out and go with the stroker. If this pertained to a two valve modmotor then the big bore is definitely the way to go since it unshrouds the valves and lets the engine breathe. A big bore two valve with SVO heads is an animal and will give most four valve engines a run for their money. As for the carb vs. efi issue......take your pick. Depends on whether you like to tune with a laptop or with a screwdriver and a timing light.
??? I dont get this part. Are you talking strictly about the DOHC?? The lincoln I have is rwd and there is no motor plate.
I forgot about the motor mounts. I think Ford was using Lincoln as their test bed for the 4V engine, because the COP ign did come out in '97 on the Lincoln along with the EEC V. I've got some good pictures of it on my cardomain site. The stang still had the coil packs on the front of the engine. '97 was also the year that the Mark VIII went through some slight changes. It got the air ride suspension, the auto climate control and the HID lights (that leak and are expensive as hell to replace). I think the IMRC control also changed in '97.
