Al reports the engine has...
Al reports the engine has been a rock ever since he's had the car running. "The only real problem with squeezing in the 5.4, which is 2.5 inches wider than a 4.6, is that the valve covers can't be removed with the engine in the car," he says. His goal with the intake was to make it look factory, which it indeed does. Al also had to modify the factory Cobra fuel rails by cutting off the stock brackets and making new ones in order for them to work.
Though the heads were easy, the difficult part came in the intake department. After much research, Al decided to make his own lower intake, which took him a month and a $3,000 investment. A Hamilton Clarke intake cover tops it off.
With the potential power-making ability of the 5.4, Al knew the T45 wouldn't live long, so he contacted Don Walsh at D&D Performance for a TTC T56. D&D also set up Al with a custom driveshaft and a McLeod flywheel. The stock 8.8 was built to take the 5.4's power using a Detroit Locker C-Locker differential, Superior 31-spline axles, and 4.30 gears. If you think the gears are too steep, Al says that at 80 mph the tach reads a steady 2,400 rpm.
Once the drivetrain was finished and installed in the car, Al drove it around for 400 miles with the stock fuel system, mass air meter, and injectors. Then it was off to Unlimited Performance to add a bit of performance pixie dust on the Dynojet. On the first pull, the 5.4 made 374 hp, which was a good starting point. To make sure the 5.4 wouldn't run out of fuel, UPR's Joe Mainiero then added a 255-lph in-tank fuel pump and 42-lb/hr injectors, along with a Pro-M 80mm mass air meter. With those additions and chip tuning, the numbers came up to 398 hp and 359 lb-ft of torque. Proving the heads flowed more than enough air, the horsepower was still climbing when the runs were stopped at 7,000 rpm. Since the first trip to the dyno, Al has added a Ford Racing Performance Parts single-blade throttle body.
Obviously, Al knows his way down the 1,320. So far, he has run a best of 12.18 at 117 mph. That number was accomplished using the Nitto Extreme drag radials and coming out of the hole off idle. "At 7,300, it's still trying to rip off the tires," Al says. "If you stand on it in low gear, it wants to rip the rearend out of the car." Just make sure to keep it pointed in the right direction, Al. 5.0
|5.0 Tech Specs|
|Engine And Drivetrain|
|Rods||Manley Pro Light billet|
|Heads||Ported Navigator Four-Valve|
|Intake||Custom lower, Hamilton-Clarke upper, FRPP single-blade throttle body|
|Mass Air||Pro-M 80mm|
|Exhaust||Factory Cobra manifolds, UPR X-pipe, Flowmaster three-chamber mufflers, DynoMax tailpipes|
|Power Adder||Al’s right foot|
|Fuel System||UPR 255-lph in-tank pump, modified Cobra fuel rails, UPR 42-lb/hr injectors|
|Transmission||TTC T56, FRPP Cobra clutch, McLeod aluminum flywheel|
|Driveshaft||Custom aluminum |
|Rearend||8.8, Detroit Locker C-Locker diff, Superior 31-spline axles, 4.30 gears|
|Engine Management||Stock Cobra computer, UPR chip|
|Suspension And Chassis|
|Struts||Tokico Illumina five-way adjustable|
|Wheels||American Racing Le Mans 17x10|
|Shocks||Tokico Illumina five-way adjustable|
|Control Arms||UPR chrome moly|
|Wheels||American Racing Le Mans 17x11|
|Tires||Nitto drag radials 315/35|