Hello all, I'm pretty new to the forum, but I am not new to the automotive world. got a 2011 wrangler, 2004 tahoe, and a 2000 corvette that I have worked on and modded myself. As you can see I come from the chevy family, and will soon be inheriting a 2002 5.4 lariat, extended cab which is in immaculate condition. I'm very used to just swapping over a cam and getting performance out of LS engines and I'm quite unfamiliar with the ford modular engine in 2V format, and I've been fully unsuccessful in finding anybody who knows anything about performance for these trucks.
I guess my questions start here:
Are these trucks commonly just modded cosmetically or set up for offroad, or is there something to these with forced induction, head work, and cam swapping? Can any of the of the other modular heads swap on and function with a tune or anything like that?
I'm not looking at doing anything in the next year, but I have spent about 2 weeks searching these forums for anything other than lightning swaps and coyote swaps.
I saw a guy on youtube put the 4.6 turbo system on his 4wd and net around 500rwtq. So far it seems that is the only option to try and get more legitimate performance out of these trucks.
If anyone has links or articles making me look stupid, please send them as I'm interested in doing something with this truck other than just exhaust.
Thank you

 

I'm guessing that nobody has an answer here? 107 views so far and nobody knows anything about performance modifications for the 2v 5.4? Not even a snarky comment with a link or a "tHe SeArCh FuNcTiOn ShOuLd HeLp YoU oUt"

 

what you found is really the only hope. the 2V were not power houses but they were dead reliable

 

I would really be concerned with putting 500 anything at the wheels of a 2V mod motor and not sh!tting rods out the side of your block and blowing spark plugs to the moon.

 

So what exactly are the limiting points on these engines? I'm not gonna really do anything probably, but I like knowing everything I can about the engine

I have read somewhere that the rods and crank are all cast, so they should be limited to probably 6k rpm MAX and probably somewhere around 500 tq, why exactly do they not hold up any better? is it the rod bolts?
What exactly differentiates this engine internally from the lightning/HD supercharged engines?

 

A 2V will take the abuse, it's just getting there that is the hard part.

 

There's a book out called IIRC build modular engines for max performance but it's nothing about bolt on parts. It's goes in to depth about how to port the heads for the desired torque at the desired RPM and how to take your engine way past the OEM RPM levels. Of course it's also about really expensive engines when done. But, the engines exceed 1,500 hp when done. If interested read sometime about why Christian Koenigsegg chose the 4.6 as a starting platform for his CC8S car. It wasn't arbitrary.

EDIT: oops, had was abritray when I mean wasn't abritray.

 

My experience is with Mustangs. I had a 2004 GT that I put a Procharger system, supporting fuel system mods, etc. on a stock bottom end car. It was tuned conservatively with a perfect air/fuel ratio and 19 degrees of timing. It put right around 400 hp/tq at the wheels. The general concensus in 2006 (when I did the work) was that 450 hp/tq at the wheels was the max that you should throw at a stock bottom end 4.6L. That was information from not only Mustang Forums members but, also Johnson Motorsport (JMSChip), whom I bought the kit from, folks at Modular Powerhouse in Atlanta, and my tuner, the founder of Bama Chips (now owned by American Muscle). Back then, it was almost $10k to get that power without going into the motor and putting forged internals in. About 3 weeks after I sold that car, the new owner blew rods all over the main drag running through our town. Again, conservatively tuned two year old motor with less than 20k miles and it blew up. An 18 year old 5.4L with limited go-fast part & tuning availability/support is asking for the same demise in my opinion. White98GT is right, the modular engines handle A LOT of abuse, just not at those power levels without a good bit on $$$ in supporting mods. 2V heads flow like an asthmatic with a 3 pack a day cigarette habit. 5.4s had an issue popping spark plugs which would be exacerbated by increased combustion chamber pressures. To me, it's just not worth the money or effort. No where near the bang for your buck that you're used to with the LSx engines.

 

I talked to a guy the other day with a Termi swap.... iron block, and he's over 1000 hp. These modular blocks are WAAAAY stronger than a SBF is.

 

I've come across the same many times where the modular comes off the line with the bottom end pre-built for top end power adders. My Coyote specs (aluminum) list 700 HP before there's a need to start looking at the pistons and rods. I also read once but can't verify that the reason Ford started with the Italian aluminum TEKSID block was because they wouldn't make it themselves until the design, tooling and production engineers could demonstrate they could consistently make the block to the same quality. It's also an attention to detail that Christian Koenigsegg talks about when he chose the 4.6 platform to start from. When Ford started making the blocks themselves they paid Cosworth to use their patented aluminum casting process along with Ferrari, AMG and others. Another one of the many reasons why the modular engine blows away all other US made V8 engines comes when measuring HP per liter. The GM 6.2 LS makes 426 HP where the 5.0 Coyote, first gen, puts out 412 or 420 HP. Extrapolating the 5.0 to 6.2L, it would be putting out 510 HP. Just another of the many modular efficiency specs that leaves the competition behind. The OP can have his LS engines.