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Topic Review (Newest First)
09-25-2011 06:15 PM
4.6 dohc

who carries an aftermarket wiring/comp kit for this engine? thanks
04-05-2008 08:48 PM
ok i have a ?

ok my name is Brittni im from Texas my dad works at ford and i have a Lincoln mark v8 and im trying to find out if it would fit into a 1969 grand t. coupe mustang???if u know anything please let me know
02-01-2008 04:17 PM
KULTULZ Here you go-
02-01-2008 01:03 PM
yknot First let me say that I was a very die hard Chevy fan, and for years would consider nothing less........Then I got bored of always seeing the very popular and in most cases, boring Chevy 350/350 combo. I mean, come on....Hot Rods are suppose to be original in design and the owners interpitation of himself. Either we have a bunch of clones walking around or most just forgot the Hot Rod essences.

I was getting ready to start my current project, and started looking for an attractive alternative to the common V-8, I wanted a Ford for my Ford and started looking around. I didn't want anything carburated or overly popular, like the lack luster 5.0L Ford. Some think the Flathead is a good alternative, but even it too has been over used, especially lately. That Nailhead some seem to like, is also a pretty common and un-remarkable engine. I wanted my project to project the them of Old meets New, take the classic lines of the 33-34 Ford and combine them with the most modern conveniences available today. These means the most modern sequential electronic fuel injection systems of today. And I also wanted something that looked different, even if you had no ideal about modern engines, I wanted you to Say, wow, what is that! The only engine that meet all of my criteria, was the Ford 4.6L DOHC. Yes they do make a SOHC (single Over head Cam), but that is a much lower HP, less interesting engine, which is quite popular and easy to find. The DOHC, is really very rare, it was only used in the top of the line performance cars, from 94-2004. The early models were Lincoln's till 96, then they started putting them in Mustang Cobras. The early models have great aluminum blocks, Teksid, an Italian manufacturer that also makes Ferrir'es blocks. The 99 -2001 4V heads were refined and flowed better then the 96-98 heads. And the 2003-2004 heads are the best, and where only used on mostly supercharged engines, the exception being the NA Mach1.
I choose to buy a new 2004 Ford engine, a DOHC 32 valve super charged engine, by an Eaton blower. The engine factor puts out about 425HP, and has loads of torque. If you do run this engine, it is a tight fit, the block is not the problem, it's the heads. They are very wide, in fact they are wider then a Hemi head. The engine is state of the art, and if you follow engines much, most say the Ford guys copied the Ferrari V-8 which looks identical to the 4.6 DOHC, only the induction has been changed.

Installing this engine in a '33 ford frame, was not that bad, there are no engine mount kits available for the engine, but fabricating a set is relatively easy. The engine mounts have a large single stud, and that is easy to adapt. The engine is very heavy, probably the heaviest engine I have ever worked with, besides a Cummins diesel. The design is terrific, the block and bottom end are very, very robust. Each main cap has 4-bolts+2 bolts holes have alignment pins+ there are 2 bolts (one time torque to yield or jack bolts depends on year) that capture the main caps through the side of the block on each side. Also, all 5 main caps are the same, non of this 4-bolt mains on just the center three, like many other engines. There are many running these engines at over 1000HP with the stock block and stock forged Cobra crankshafts. Yes the COBRA or DOHC engines have Forged internals. The rods and pistons are forged H-beam Manly rod and pistons. The Crankshaft is forged with 8 bolts holding the fly wheel on, SOHC engines only have 6 bolts.
I simply love this engine, it has to be the best factory engine I have ever worked on, and it is my favorite out of all the engines I have, including my twin turbo-charged flat head. If you luck out and find a DOHC with the factory Eaton M112 blower, your not only lucky but you'll have a blast with this combination, especially mounted in a light weight rod. The main concern was the firewall clearance, like I said this engine is very wide at the heads. I had to purchase a Direct Sheet Metal BBC (big block Chevy) firewall and still section it 6", which is very considerable!!. The only other problem is the room for the steering shaft, but you will make it around that, with several u-joints.
The fun factor is out the window, this is one sweet engine, and it completes the Ford in a Ford ideal. If you are afraid of modern electronics, 1. do some reading and educate yourself. 2. Have someone else help you with that section. 3. get an old boring engine and follow the crowd.

For those wanting more information on the Cobra Engine or just wanting to follow Project COBRA'33 or Project Flathead visit the following link and follow the bottons.
12-29-2005 07:54 PM
Nightfire Hey thanks oldschoolrods for the link good read. I'd rather not mess with EFI though, not on a tight budget. THanks guys,

12-29-2005 06:09 PM
281ranger The 4.6 dohc came in Mark VIIIs, '96-'04 Cobra, Aviator, and Continental (front wheel drive, won't fit rear wheel trany). The 5.4 dohc came in the Navigator and GT (GT40).

The aluminum block 4.6 dohc has 6-bolt mains.

They're swapping the 4.6 dohc engines into all sorts of vehicles. You can even get a swap kit to put one in a Focus! And it all bolts in, even the mustang 8.8" rear axle.

I dropped one into my '98 Ranger and it really wasn't all that difficult.

12-27-2005 03:45 PM
oldschoolrods nightfire: that is a link to a post schnitz made about how efi works, hope that helps if you go the efi route.
12-27-2005 08:02 AM
farna Nightfire, don't let EFI intimidate you! Yes, there is a bit of a leraning curve, but if you buy the whole vehicle and swap the stock engine in with the wiring harness, there isn't usually a problem -- not if the engine was running to begin with. I have a Jeep EFI 4.0L in my 1963 Rambler. I did this about seven years ago, one of the first 2-3 people to do it in a Rambler. The 4.0L is a natural for older Ramblers -- it's basically the same as the original Rambler six introduced in 1964 with a new head and EFI added. You can even bolt a 2005 4.0L Jeep head onto a 1964 Rambler 232 block, and that's a common upgrade for later 258 sixes in Jeeps.

I started by getting a wiring diagram for the 88 Jeep donor and my Rambler. I thought I could get rid of a lot of wiring, but after tracing there was no need. For any vehicle, start at the computer. Follow the harness around the engine compartment, and pull everything connected to it. You'll find a relay center somewhere with 3-5 relays and some connectors. That drives things like the fuel pump and AC compressor, and usually the ignition. Mount everything back in the receiving vehicle. It will be hard to hide some things in a T-bucket, but you can lengthen some wires. I've seen one T with an EFI engine. The computer was hid behind the firewall on the drivers side, just to the left of the steering column. The relay center was mounted on the opposite side of the firewall (in the bucket), with most wiring between the two under the dash.

I seem to recall it being a TBI SBC, but it may have been a Ford 302 -- I was paying more attention to the wiring, and it was a few years ago. I do remember it was a TBI and not port injection. There was a large chrome air cleaner on it that hid the TBI unit, so you couldn't tell it was EFI without closely looking. A multi point EFI will be a bit more visible, but not much more wiring. The fuel injectors and fuel rails will be visible.

I made an adapter to mount a standard type open air filter on my Jeep 4.0L. Most people don't realize it's EFI until they look close -- they see the filter and assume a carb is under it! Most who swap in the 4.0L into an older Jeep or Rambler/AMC car leave the "hose" attached to the throttle body with a cone filter on the end, or an aftermarket tube and cone filter.

Stick with a pre-96 EFI and it's pretty easy to install in another car. Later models aren't to difficult either IF you get one without the security features. Unfortunately that means the low end cars, which will more likely have fours and maybe a small V-6. They are usually difficult to switch to rear drive anyway, unless you get one from a small truck. An S-10 with a V-6 would be a nice choice for a T-bucket, just make sure it's an 85 or later if a 2.8L -- there were problems with the rear seal in earlier ones that were solved with a redesign for 85 models. Even a 2.5L four is plenty fun in a T-bucket, and looks good. I've seen one with four motorcycle carb on the side that was killer! You'd think the carbs weren't big enough (from a 1000 cc bike), but most bike engines turn around twice the rpm the four will, so they have to pass that much more air.

Since budget is limited, find a good used RUNNING engine (preferably the entire vehicle) to use. Doesn't even matter if it's high mileage as long as it runs good. The T is so light it won't strain the engine much, and you can rebuild in a year or two if necessary when you have better funding. You really shouldn't have a problem finding a car with 60-100K on it. EFI engines tend to last a lot longer than carb engines because there is less soot and raw fuel dumped into the oil from running rich. A carb always runs rich at some point or other -- you can only mechanically regulate the air/fuel mixture so good! EFI does a much better job -- it's like having a tune up every 30 seconds or so.
12-26-2005 06:42 PM
Mustangsaly you can buy aftermarket computers and wiring for the ford 4.6 DOHC & SOHC Engines, and have computer & engine wiring built to fit your needs. a friend of mine is doing a 63 galaxie 2dr fastback with a 4.6 SOHC Motor outa a 98 or 99 crown vic police car, it hit a cow when it had 36,000mi on it, real cold the day of the state auction, and he bought the complete car for $750. hes using it with a aftermarket computer and wiring. hes running no catalytic converters ect.

12-25-2005 02:32 PM
Nightfire Nailheads are quite scarce here and expensive. I dont want another SBC or SBF if I can avoid it. The only options (cheap options that is) are a 318 or a 460 that can still be gotten for quite cheap in mopar trucks. If possible I dont wanna have anthing to do with EFI. A stovebolt would be neat, but I also want some power plus I already have a straight 6 in my truck.

12-24-2005 11:41 AM
matt167 How about a Chevy 181 4cyl from a marine application ( only used in marine, but same designe motor as 151 4cyl from the Nova's ) They retain the same bolt pattern as regular Chevy's
12-24-2005 11:38 AM
Originally Posted by Arrowhead
Looks like someones been skullking around my journal

Ha Ha Very Cool!

As far as I've found, the 4.6 DOHC (looks like an old hemi) came in Mustang Cobras and the Lincoln Mark VIII (only the 93-98 Mark VIII's, not the town cars or continentals). Not sure if the 5.4 ever came with DOHC (except maybe in the Lightnigs). The 4.6 and the 5.4 are very common, but not the DOHC variety, these were only put in the higher performace models. I'm using one out of a '93 lincoln and puts out 280 HP stock. These are are like the Cobra's little brother, the cranks are not forged, etc but the blocks are the same and will take a 96-98 cobra intake. These are all aluminum blocks though and can handle some decent horsepower.

You could convert over to a carb, Sullivan Perfomance I believe makes a regular carb manifold. The ignition would a little difficult as there is no distributor.

If you noticed in my journal, the original 302 I used was EFI and I just "transplanted" everything from the donor vehicle. My suggestion would be to stick with the older (more stupider) versions of computers. The early EEC-IV on on my 302 is very similar to the computer on the 93 Mark VIII. 96 and up you have newer versions with OBD and PATS (anti theft). You can delete stuff on the older versions and it will still run ok.

A word of warning though. If you have to crack open one of these aluminum beatuties, thay are not cheap to replace parts. The head bolts are supposed to be one time use, so there's maybe $100, gasket set are around $200, so theres 300 bucks to take it apart and put it back together. forget about pistons and ring and bearings, etc, $$$$$$$$$$ Those aftermarket hemi looking valve covers are over $400 UNPOLISHED!!! The bottom ends have four bolt mains, alignment bolts on the caps and full depth block skirts, so you need to know what your doing. Don't get me wrong, I am very impressed with this motor, but I'm not using it because it's cheap or easy. I love a challenge.
The head bolts are torque to yeild bolts ( can be id'd by the thread running all the way up the shaft ) , meaning they are pre streached from the factory, and you have to put torque them with a torque angle meter, there is no torque rating for final torque, there is just a light torque, then the spec will say to torque 180 degrees or whatever the spec ( torque angle meter is a round meter that measures from 0 to 360 degrees, and has a holding clamp so it does not move, just zero it, and turn it to spec ). If you need the TTY spec, ask someone with a shop, or I can look it up for you if my school shop ever gets shopkey working again ( somthing happened to the subscription )
12-24-2005 11:24 AM
Originally Posted by pmeisel
The Lincoln Mark VIII's are cheap in the used car ads now, I have seen several for under 2 grand....

swap a SOHC in there and resell! most people wouldn't know the difference

If you want a different engine nightfire, try a Buick Nailhead v8 (up to 401c.i. from the factory), LS1s are getting less expensive a'la Ford SOHC/DOHC v8s, and Edelbrock makes a carb swap kit for the LS1.

Also, GM 5.3L (325ci) and 6.0L (362ci) v8s are essentially the same design as the LS1, and that 4.8?L v8 might be.

An old inline six would be neat in an old rod

EDIT: in the end, it's your ride. Consider your options, and make something unique. SBCs are cheap and simple, but are as common as green grass in people's front yards. I have heard of people using GM Quad4 4bangers in rwd applications, and they are alot easier to service that way than mounted the wrong way, as seen in my buddy's grand am (PITA to service, try putting in a t-stat on the thing ) Or- a 3.1 or 3.8L v6 from a base Camaro/Firebird would be neat also. Take a 3.1 and use the alumanum heads from a late model 3.4 (same engine just different internals).
12-24-2005 11:24 AM
Originally Posted by pmeisel
The Lincoln Mark VIII's are cheap in the used car ads now, I have seen several for under 2 grand....

swap a SOHC in there and resell! most people wouldn't know the difference

If you want a different engine nightfire, try a Buick Nailhead v8 (up to 401c.i. from the factory), LS1s are getting less expensive a'la Ford SOHC/DOHC v8s, and Edelbrock makes a carb swap kit for the LS1.

Also, GM 5.3L (325ci) and 6.0L (362ci) v8s are essentially the same design as the LS1, and that 4.8?L v8 might be.

An old inline six would be neat
12-24-2005 10:23 AM
pmeisel The Lincoln Mark VIII's are cheap in the used car ads now, I have seen several for under 2 grand....
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