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Old 07-29-2014, 10:29 AM   #2441
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LOL. Yeah they are. What kind of #s you think your putting down @fordmotorsport? And I don't think I've seen a full pick of your truck yet?
Honestly have no clue, not much over stock. Stock was 325/560. It just has a 4" exhaust, AFE cai, AFE intake elbow. My CTS has three tunes in it and I think the highest setting is 100hp so I'll see how that does but I really want to get a tuner that tunes the trans as well so I don't grenade that thing. I'm more for mpg though but an occasional power trip is never bad. Here it is next to my old f150. Before the lift and bumper adjustment.
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Old 07-29-2014, 10:30 AM   #2442
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Originally Posted by ibd2328 View Post
It has 8 lugs. Of course it looks badass lol. Those are some mean look tires, really like the tread design
I got them for $740 shipped
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Old 07-29-2014, 10:38 AM   #2443
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With the lift with the Falken 285's
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Old 07-29-2014, 10:55 AM   #2444
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With the lift with the Falken 285's
That's an awesome truck man. I hear ya on not pushing the tune too hard. After you sink all that time and money into it, you want it to last a while. Same boat I'll be in once I get the charger on. @ibbd2328 is the exception to the rule. I want to see his run ***** to the wall! LOL
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Old 07-29-2014, 04:57 PM   #2445
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From what I've been reading on LR, the stock heat exchanger & I/C res may not be very efficient in higher temp areas? Gets hotter than hades down here during the summer. Any thoughts or comments whether I should bite the bull it & look for a double pass HE w/ or w/o fans & a different I/C tank? Shiz is expensive, but I don't want to run into super high IAT2 temps.
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Old 07-29-2014, 05:10 PM   #2446
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You can't get any cooler than ambient without a KC. I would run a larger reservoir with the stock H/E with fans and larger hoses if you can. See how it is and if you need more change the H/E.

Wayne
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Old 07-29-2014, 05:14 PM   #2447
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You can't get any cooler than ambient without a KC. I would run a larger reservoir with the stock H/E with fans and larger hoses if you can. See how it is and if you need more change the H/E.

Wayne
Any issues with the larger hoses and factory pump? Loss of pressure and slower flow? Man, I really need to call you sometime and pick your brain. LOL
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Old 07-29-2014, 05:17 PM   #2448
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You can't get any cooler than ambient without a KC. I would run a larger reservoir with the stock H/E with fans and larger hoses if you can. See how it is and if you need more change the H/E.

Wayne
Brain fart but..KC?
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Old 07-29-2014, 05:24 PM   #2449
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Brain fart but..KC?
Killer chiller. Taps into your a/c system and cools the coolant in the I/C
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Old 07-29-2014, 05:28 PM   #2450
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Killer chiller. Taps into your a/c system and cools the coolant in the I/C
Fancy stuff
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Old 07-29-2014, 05:34 PM   #2451
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Any issues with the larger hoses and factory pump? Loss of pressure and slower flow? Man, I really need to call you sometime and pick your brain. LOL
To be honest the only people I see that do the larger lines have the upgraded pump too but I think it would be worth a shot for sure.

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Old 07-29-2014, 06:00 PM   #2452
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Killer chiller. Taps into your a/c system and cools the coolant in the I/C
Do you do any towing? If you do the gear swap, the stock system with some fans should more than suffice
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Old 07-29-2014, 06:37 PM   #2453
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Do you do any towing? If you do the gear swap, the stock system with some fans should more than suffice
Not much towing. Occasionally a 21' deep V hull boat. But its only 10 miles to the landing
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Old 07-29-2014, 07:10 PM   #2454
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@MyFX4Project
BLOCKS

There have only been two blocks used for the 5.4L, one from ’97 through ’01 and one that fits ’02 and later. 1997-’01
The original block for the SOHC was a F75E-AC/AF casting that’s easily identified by the "X" gussets just above the pan rail on both sides of the block.
Click the image to open in full size. The 5.4L still looks like the 4.6L Windsor with the dowel [COLOR=green !important][COLOR=green !important]pins[/COLOR][/COLOR] for the main caps, but the deck is about .350? taller to accommodate the longer stroke. The DOHC motor came with a F75E-AG casting that’s identical to the F75E-AC/AF block except that there’s one hole on the driver’s side not drilled, but it can be used for a SOHC application as long as this missing hole is drilled.
2002
Ford introduced a new "NVH" block in 2002. It’s a 2L1E-A3C casting that was apparently designed to reduce "noise, vibration and harshness (NVH)." We haven’t actually seen one yet, but the Ford microfiche says it can’t be retrofitted for earlier applications, so there must be some significant differences between the early and late blocks that will cause problems if they’re interchanged. Given this warning from Ford, we probably ought to keep these blocks separate until we know more about the differences.
Click the image to open in full size. CRANKS

Ford has used two different cranks in the 5.4L, a steel forging and a cast iron version. Both have an eight bolt flange for the flywheel.
1997-’98 SOHC
The original steel crank came with a F75-E, F75-1E or F75E-AE forging number. These cranks are easy to spot because they have an eight-bolt flange and bull-nosed counterweights instead of the knife-edged ones found on the 4.6L Windsor cranks.
1999-’02 SOHC
The steel crank was replaced by a cast iron crank for all the SOHC engines (except the Lightning pickups) in ’99. It’s a XL3E-BA casting that has bull-nosed counterweights, too.
Click the image to open in full size. 1999-’02 DOHC
The Ford microfiche shows the DOHC motor with the cast iron crank, but all the early cores we have seen have had steel cranks, so we’re not really sure which one should be used in these engines. We suspect Ford built some early ’99s with steel cranks before switching over to the cast iron ones later in the year, but we won’t know for sure until we see some more cores. Meanwhile, it’s probably okay to use either crank for these engines.
RODS

There’s only one rod that’s been used in all the 5.4L engines. It’s made of powdered-metal, has a cracked cap, and it’s bushed on the small end, just like all the rest of the Windsor rods. You can’t cut the cap to recondition the rod, but that’s not really a problem because most of the bearing companies supply oversized O.D. rod bearings for the big end along with bushings for the small end, so these rods can be "reconditioned" anyway.
None of the rods for the [COLOR=green !important][COLOR=green !important]modular[/COLOR][/COLOR] motors have casting numbers on them so they all have to be identified by sight, but that’s easy to do because the 5.4L rods are about .725? longer than the 4.6L rods; they measure 6.657? center-to-center compared to 5.933? center-to-center for the 4.6L.
PISTONS
Ford has used three different pistons in the 5.4L. There’s one for the "not power improved" SOHC , one for the "power improved" SOHC and another for the DOHC motors.
1997-’99 SOHC
The pistons in the early 5.4L engines had a shallow dish that gave a 9.0:1 compression ratio with the "not power improved" (NPI) heads that had the big chambers.
Click the image to open in full size.
1999-’01 SOHC
When the "power improved" (PI) heads were introduced in ’99, Ford increased the size of the dish in the piston to compensate for the smaller chambers in the "PI" heads while still maintaining the same [COLOR=green !important][COLOR=green !important]compression [COLOR=green !important]ratio[/COLOR][/COLOR][/COLOR].
1999-’01 DOHC
The DOHC Lincoln engines came with flat top pistons because the chambers in the four-valve head were bigger than the ones on any of the SOHC heads, including the original "NPI" heads, and the DOHC engine had a slightly higher compression ratio (9.5:1), too.
HEADS

There have been two different head castings used for the SOHC motors, each with two variations, and one DOHC casting that was used on both the right and left side of these engines. All of the SOHC heads are Windsor castings, so they have individual caps on each cam journal and four 10 x 1.5mm holes in both ends of the heads, but the DOHC heads are Romeo castings, so they have ladder caps and four 8.0 x 1.25mm holes on both ends.
Click the image to open in full size. 1997 (through 7/20/97) SOHC
"Not Power Improved" Heads The 5.4L engines originally came with a F65E, F75 or F75E castings. They’re all "NPI" heads that have the bigger chambers with the "swirl fin" behind the intake valve and the small, oval shaped, intake ports. This early head is unique because the two blind holes that are used for the pegs that keep the intake gasket aligned during installation are drilled toward the inside of the port, closer to the valley.
97 (7/21/97) through ’99 SOHC
"Not Power Improved" Heads Ford made one minor, but important, change to the "NPI" head late in 1997; the intake gaskets were modified and the blind holes for the alignment pegs were moved over to the opposite side of the ports so they were closer to the head. It appears that Ford made this change only on the F75E castings, but it’s best to check all of the 5.4L "NPI" castings to be sure you get the right heads on the right engine, or make sure that you send the gaskets that match the heads that were installed on the long block.
1999-’01 SOHC "Power Improved" Heads
The "power improved heads" with the square intake ports were introduced in ’99. They had bigger intake valves, different springs and a heart-shaped chamber with a modified swirl-fin behind the intake valves. They’re all XL3E castings.
NOTE: The "PI" heads weren’t used on everything in ’99, so be sure to have your customer actually look at the intake ports before selling an engine or you will have about a 50/50 chance of selling the wrong engine.
2002 "Power Improved" Heads
Ford continued to use the "PI" heads in 2002, but they revised the intake gasket again, so they moved the two dowel holes back over to the valley side of the ports. There are two versions of the later gasket, one that has a coolant restrictor built into the gasket and one that doesn’t, so rebuilders need to be especially careful when supplying gaskets for these late model applications. This latest version of the "PI" head is a 2L1E casting.
Click the image to open in full size. 1999 through ’01 DOHC Heads
The XL1E-AE DOHC casting showed up mid-year in ’99 on the Lincoln Navigator and was used up through 2001 on the Navigator and the Blackwood. These heads were built in the Romeo plant along with all the other DOHC heads for the Lincoln cars and Mustang Cobras, but this casting number doesn’t match any of those found on the car heads, so we believe these castings are unique to this application.
The DOHC head casting has three holes for the secondary chain tensioners on both the front and the top of the #1 bulkhead, so it can be used on either side of the engine as long as the oil hole for the tensioner on the opposite end is plugged off.
Click the image to open in full size.
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Old 07-29-2014, 07:13 PM   #2455
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Something Else To Know
The 5.4L seems to be having a lot of problems with stripped spark plug threads. Both the head and the spark plugs only have five or six threads, so it’s easy to strip them out if someone tries to remove the plugs when the head is hot or overtorques them during installation. Ford recommends 7 to 15 pounds of torque, which doesn’t seem like enough to some people who have big wrenches. Some of the plugs weren’t torqued properly at the factory, either, so they slowly worked themselves loose until they were literally blown out of the head, coil pack and all.

Rebuilders should check the spark plug threads carefully and repair any of them that even look questionable. Some rebuilders are actually installing inserts in all of the spark plug holes to avoid problems in the field. We’re familiar with three different repair inserts: the ones that are made of stainless steel, like Heli Coil; the steel inserts made by Time Fastener; and the hard anodized aluminum ones that are made by Lock-N-Stitch.
Each design has its pros and cons, so it’s up to each rebuilder to decide which one he prefers to use in his shop. Time-Serts are available through Enginetech at XXX-XXX-XXXX and the Full-Torque inserts are available through Lock-N-Stitch at XXX-XXX-XXXX. Whichever insert you decide to use, just make sure you check the treads and fix the ones that are suspect or you will get to fix the problem when the engine comes back home again. CAMS

The cams for the 5.4L are all hollow designs with pressed-on lobes. There are right and left cams for the SOHC motors along with the right and left intake and exhaust cams for the DOHC. The SOHC heads are made in Windsor, so the cam gears are pressed-on, but the DOHC heads are made in Romeo, so the gears are bolted-on.
1997 thru ’99 SOHC with "NPI" Heads
The "NPI" heads came with a "mild" grind that worked well with the small oval ports found on these heads. The right hand cam had a F65E-6251-BA identification number on the barrel and the left cam had F65E-6C255-AA on it.

1999 through ’01 SOHC with "PI" Heads

The "power improved" heads with the square intake ports and bigger valves came with "power improved" cams, too. The right cam was a XL3E-6251-A8C and the left one was a XL3E-6C255-A8C. Both are hollow cams with pressed-on lobes and gears. 1999 thru ’01 with DOHC heads
The DOHC engines have four cams, a right and left intake and a right and left exhaust. They are as follows:

  • Right intake: XL1E-6A270-BB YL7Z-6250-AA
  • Right exhaust: F2LE-6A272-AG YF3Z-6250-AA
  • Left intake: XL1E-6A271-BB XL1Z-6250-CA
  • Left exhaust: F2LE-6A273-AG YF3Z-6250-BA
All four of them are hollow with pressed-on lobes, but the cam gears are bolted-on just like all the others that were built at the Romeo plant.
TIMING COMPONENTS

There are two sets of timing components for the 5.4L engines, one for the SOHC and one for the DOHC. 1997-’01 SOHC
The tensioner arms and chain guides for the 5.4L SOHC all look similar to the ones used on the 4.6L, but they’re longer because the block is taller. The tensioners themselves are the same as the later, thick ones that are used on the 4.6L with right, left and universal versions. The OEM part numbers for the chain guides and tensioner arms are as follows:

  • Timing Chains F6TZ-6268-AA
  • Tensioner Arm (left) F85Z-6M274-AA
  • Tensioner Arm (right) XL1Z-6K255-AA
  • Chain Guide (left) 2L1Z-6K297-AA
  • Chain Guide (right) 2L1Z-6M256-AA
1999 through ’01 DOHC
The DOHC engine used the same crank and cam gears as the 5.4L SOHC and had the later style right, left and universal tensioners, but most of the guides and tensioner arms were unique to this application:
  • Timing Chain F3LY-6268-B
  • Tensioner Arm (left) F85Z-6M274-AA
  • Tensioner Arm (right) XL1Z-6K255-AA
  • Chain Guide (left) 2L1Z-6K297-AA
  • Chain Guide (right) 2L1Z-6M256-AA
FRONT COVERS
Ford has used three different front covers on the 5.4L, two for the SOHC and one for the DOHC engines.
1997 through ’01 SOHC
The SOHC motor came with a unique front cover that had either a F75E or a F85E casting number on it. Both castings are the same except for some additional gussets on the inside of the later version, so they can be used interchangeably.


2002 SOHC
The SOHC motor is supposed to have another front cover in 2002. We’re told that it’s a 2L3E casting that has a revised mounting pad on it, but we can’t confirm that information because we haven’t seen one yet. Be sure to watch for it and compare it to the F75E/F85E before putting it on a motor.

1999 through ’01 DOHC
The DOHC motor came with a XL1E-6C086-AB front cover that’s wider at the top because the DOHC heads are quite a bit wider than the SOHC heads. It’s unique to this application.
That’s the story on the 5.4L. These engines are in lots of trucks that are being worked hard, so there’s a growing market for a remanufactured 5.4L engine. This information should help you build the right one the first time so you can sell some more of these motors and get your share of the business. EB
  • Right intake: XL1E-6A270-BB YL7Z-6250-AA
  • Right exhaust: F2LE-6A272-AG YF3Z-6250-AAClick the image to open in full size.
  • Left intake: XL1E-6A271-BB XL1Z-6250-CA
  • Left exhaust: F2LE-6A273-AG YF3Z-6250-BA
All four of them are hollow with pressed-on lobes, but the cam gears are bolted-on just like all the others that were built at the Romeo plant.
TIMING COMPONENTS

There are two sets of timing components for the 5.4L engines, one for the SOHC and one for the DOHC. Click the image to open in full size. 1997-’01 SOHC
The tensioner arms and chain guides for the 5.4L SOHC all look similar to the ones used on the 4.6L, but they’re longer because the block is taller. The tensioners themselves are the same as the later, thick ones that are used on the 4.6L with right, left and universal versions. The OEM part numbers for the chain guides and tensioner arms are as follows:
Click the image to open in full size.
  • Timing Chains F6TZ-6268-AA
  • Tensioner Arm (left) F85Z-6M274-AA
  • Tensioner Arm (right) XL1Z-6K255-AA
  • Chain Guide (left) 2L1Z-6K297-AA
  • Chain Guide (right) 2L1Z-6M256-AA
1999 through ’01 DOHC
The DOHC engine used the same crank and cam gears as the 5.4L SOHC and had the later style right, left and universal tensioners, but most of the guides and tensioner arms were unique to this application:
Click the image to open in full size.
  • Timing Chain F3LY-6268-B
  • Tensioner Arm (left) F85Z-6M274-AA
  • Tensioner Arm (right) XL1Z) 2L1Z-6M256-AA
FRONT COVERS
Ford has used three different front covers on the 5.4L, two for the SOHC and one for the DOHC engines.
1997 through ’01 SOHC
The SOHC motor came with a unique front cover that had either a F75E or a F85E casting number on it. Both castings are the same except for some additional gussets on the inside of the later version, so they can be used interchangeably.
Click the image to open in full size.
Click the image to open in full size.
2002 SOHC
The SOHC motor is supposed to have another front cover in 2002. We’re told that it’s a 2L3E casting that has a revised mounting pad on it, but we can’t confirm that information because we haven’t seen one yet. Be sure to watch for it and compare it to the F75E/F85E before putting it on a motor.
Click the image to open in full size. 1999 through ’01 DOHC
The DOHC motor came with a XL1E-6C086-AB front cover that’s wider at the top because the DOHC heads are quite a bit wider than the SOHC heads. It’s unique to this application.
That’s the story on the 5.4L. These engines are in lots of trucks that are being worked hard, so there’s a growing market for a remanufactured 5.4L engine. This information should help you build the right one the first time so you can sell some more of these motors and get your share of the business. EB
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Old 07-29-2014, 07:22 PM   #2456
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7-15..um no, dont go that light. I went 15..once and blew three plugs out of one of my previous 99 2V. That was before the thread problem was really identified. On my last two trucks i put them down to 25. Never had another problem. I even pulled the set out of the black truck i did the blower swap on to change to blower plugs. Did it when the truck was cool and they all came out fine.
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Old 07-29-2014, 07:27 PM   #2457
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I'd recommend running a stock heat exchanger setup with E-Fans. Pick them up for 80$ shipped. That's sufficient for my truck in 90 degree heat in bumper to bumper traffic for over an hr. If you still need more cooling capacity from there get a larger intercooler tank.

Killer chiller is way expensive and i would not recommend it for a truck driven often. You will have virtually no A/C with that thing. It also costs a leg and an arm.
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Old 07-29-2014, 07:30 PM   #2458
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I'd recommend running a stock heat exchanger setup with E-Fans. Pick them up for 80$ shipped. That's sufficient for my truck in 90 degree heat in bumper to bumper traffic for over an hr. If you still need more cooling capacity from there get a larger intercooler tank.

Killer chiller is way expensive and i would not recommend it for a truck driven often. You will have virtually no A/C with that thing. It also costs a leg and an arm.
Def kills the AC from what I hear.
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Old 07-29-2014, 08:42 PM   #2459
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Might have the thing cranked tonight NA just for testing. Just worried about the 19# ers and the new compression.
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Old 07-29-2014, 08:49 PM   #2460
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Might have the thing cranked tonight NA just for testing. Just worried about the 19# ers and the new compression.
Don't do it. Its not even remotely worth the risk.

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