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newer 5.0 engines
- Thread starter Namvet
- Start date
The only really complicated part of a 5.0L is the EFI; it bolts in and fits pretty much like factory. The 4.6 is another story, it is WIIIDE and you'd need to notch the shocktowers and/or use a MustangII suspension setup. A 4.6L swap is major $$ to complete, and the iron block motors are heavier than you might expect.
I admit, I'm a 4.6 hater though...any engine that makes 100lb/ft at cruise RPM, is that dang big, and only 281ci isn't gonna win any awards in my book.
I admit, I'm a 4.6 hater though...any engine that makes 100lb/ft at cruise RPM, is that dang big, and only 281ci isn't gonna win any awards in my book.
blue65coupe
Well-Known Member
As mentioned, the 5.0 swap is easy. The EFI is where the work is. Sanborn did it and would be able to give you some good insight. The 4.6 will require the removal of the shock towers and a new front suspension setup. In GumFlappers there is a post about Mustangs at the Mansion with pics. There is an early car in there with the 4.6. It takes up the whole engine bay.
tarafied1
Well-Known Member
Specifically the things you need to consider on the 5.0 swap include, swapping the oil pan and pick-up since the cross-member is in a different location. The dipstick is in the oil pan on the 5.0 so you would need to drill into the timing chain cover to put in a 289 dipstick tube in. If you keep the serpentine belt set-up you need a cross-flow radiator or a long tube since the pump exits on the other side, the flywheel is balanced different so if you go with a C4 or 4 speed you need a special one. If you go with the AOD or T5 then you need a trans cross-member and modified drive shaft. If you switch to the v-belt the water pump spins the other way so you would need a water pump for the early engine. Externally, all the accessories are interchangeable including headers, intake, distributor, etc. so you could convert to a carb, v-belts, etc and it would look like a 289/302. There is a lot of aftermarket support for this swap if you go with EFI and an OD trans and most of it is easy to fabricate also.
As for the 4.6, I agree with others. The 4.6 is actually wider than the 429 I have in my 67. The EFI is more complicated and integrated but there is also aftermarket support for this swap too. If I were going to the expense and level of trouble to swap in one of these, I'd at least use the 3 valve motor. I have some late model buddies that say they flow nearly as good as the 4 cam engine and are much more common. Ideally you would want the 2011 5.0 (not the same as a 90's 5.0) but since they are still pretty new I imagine you will pay a pretty penny for one.
Ford does have a crate "Aluminator" that would be cool but again, expensive compared to the 5.0 push rod engine. You can find them complete for $400 - $500 and it is almost a bolt-in swap (considering above specifics) and they can make gobs of torque for a great street engine.
As for the 4.6, I agree with others. The 4.6 is actually wider than the 429 I have in my 67. The EFI is more complicated and integrated but there is also aftermarket support for this swap too. If I were going to the expense and level of trouble to swap in one of these, I'd at least use the 3 valve motor. I have some late model buddies that say they flow nearly as good as the 4 cam engine and are much more common. Ideally you would want the 2011 5.0 (not the same as a 90's 5.0) but since they are still pretty new I imagine you will pay a pretty penny for one.
Ford does have a crate "Aluminator" that would be cool but again, expensive compared to the 5.0 push rod engine. You can find them complete for $400 - $500 and it is almost a bolt-in swap (considering above specifics) and they can make gobs of torque for a great street engine.
daveSanborn
Active Member
Another option would be to use an aftermarket deep sump pan with a dipstick port built into the side of the pan.
5.0 verses 4.6 = minor headaches verses migraine headaches. While both are do-able, the 5.0 EFI swap is by far the simpler of the two. The largest obstacle to overcome is the "fear of the unknown". Once you've convinced yourself and dive-in, everything falls in place rather easily.
mustangstofear
Active Member
The 5.0 are a pretty simple set up, and are commonly done. We are going to be doing a 4.6 or a 5.4 shelby motor in a 65 fastback soon. We always use the Rod & Custom set up. Next week we are doing a 69 fastback with a real boss 429 but with the Rod & custom set up. Rich
GrabberOrange69
Troglodyte
I did the 5.0 EFI swap in my '65 coupe. It's a GREAT swap - highly recommend it. I paid $300 for a '93 T-bird with a dead trans and swapped all the 5.0/electonics over. I think the whole thing ended up costing me $1200 to do it, and it runs like a top.
Fast68back
Guest
You could also swap the timing cover with a early model one that has the dip stick port and the fuel pump opening if you plan to ditch the EFI stuff for a traditional manifold and carb.
I assume they dont put the fuel pump eccentric on the motors at the factory though so you would have to add one?
I assume they dont put the fuel pump eccentric on the motors at the factory though so you would have to add one?
Fast68back
Guest
"gotstang" said:
Wow... I wasnt sure about the eccentric. I have two late model timing covers in the garage, neither has the dip stick or the fuel pump opening. Not sure what year they are. If anyone needs one, hit me up, for some reason parts houses seem to think they are made of gold.
"mustangstofear" said:
I think that the 429 would be a awesome. I watched a hot rod tv show where a company is making the entire engine complete 700 HP for less than 12K .That's a lot of money for a motor ,but you would always get it back if you wanted to sell it. Bolt on a fast efi or massflo system an you have a monster.
I believe the 429 engines have aluminum heads, not sure of the weight of the engine. The new 5.0 is 440lbs from what i've read.
tarafied1
Well-Known Member
the Kaase Boss heads are aluminum, my "employee" 429 weighs about 700lbs. I don't know how much of that is the heads.