Here's my next question . the car is a 97 ,the motor I just put in came out of a 98. It's a single cam engine,but when I got valve cover gaskets they said that it is a dual cam. So I bought the matching intake gaskets that are supposed to go with those valve cover gaskets and they werent even close.The vcg's that they gave me for a 97 single cam werent even close. Both motors are exactly the same , what gives? The engine code is X the year is V.X is supposed to be a sohc and V is 1997 . Sorry if this is rambling . In other words the vcg's are for a dohc and intake gaskets are for a sohc

 

The 96 - 98 GT engines used the weaker NPI heads. Not the same at the 99 - 04 PI heads.

Dont say single cam,.. as they have either 2 cams (dual cams) or 4 cams (quad cams). SOHC = 1 cam on top of each head,.. 2 heads = 2 cams. DOHC = 2 cams on top of each head,.. 2 heads = 4 cams. Commonly just referred to as 2v or 4v. DOHC valve covers are huge compared o the valve coveres on the 2V. The 2V resembles a SBF valve cover. The DOHC look more like a hemi valve cover.

If you have an engine out of a 98 GT,.. just order the gaskets for a 98 GT. Even if the engine came out of something else other then a Mustang,.. the intake and valve cover gaskets will be the same. The differences with be in the different plenum and TB styles used.

If you want to pick up a quick and easy 50 - 70 RWHP just throw on a pair of PI heads, PI intake, some long tubes and an off road mid pipe and your in business. Should dyno around 240 - 260 RWHP after that. Stock 96 - 98 2v engines typically only put down 165- 175 RWHP.

EDIT: If you do a PI head swap (Can find them cheap from $75 - $200 pair) while you have the heads off the motor you need to decide then if your going to do cams or not. Most all of the 'Stage 2' rated cams usually have some kind of PTV issues and need to fly cut the pistons. They are worse then the 86 HO motors when it comes to cam choices and PTV issues. How ever you can do your flt cutting easily using the head as a template and then sacrificing 1 intake and 1 exhaust valve by using a small dremel or similar with a thin cutting wheel and cutting notches around the edged of the valve and then using an extension connecting it to a drill press or even a cordless drill could work. If you dont fly cut the pistons,.. you will kick your self later if you decide to get a pair of cams.

If you need a hand I can come look at what you got and tell you exactly what you have. I'm not as up on the later 4v stuff like BVH and CBRTRX are,.. but I am very good with the 96 - 98 cars.

Hurst

 

I was always told sohc and dohc refer to the number of cams over one head. Like the Northstar is called a dohc , it has 4 cams. A v8 sohc will have 2 cams. Atleast thats how I thought it was. I know I can look all this shit up somewhere else , but you guys have actually done it. Whats the largest displacement you can stroke these things? And still be streetable

 

4.6 can be taken to 5.1L with the stroker kit and a max over bore of .020.

If you want bigger (and more HP/TRQ) you want to build a 5.4.

Hurst

 

this is all interesting

 

The 4.6 and 5.4 are 100% fully interchangeable between each other.

If you think of the 5.4 to the 4.6 as the 351 windsor is to the 302 windsor. The main difference between the 5.4 and the 4.6 is the block. The 5.4 block has a taller/wider deck. But,.. the same pistons, same heads, rods, crank,.. all interchange. 4.6 manifolds will work on 5.4 block but you need the adapter plates,.. and now there are like 3 or 4 different companies making the adapter plates,.. so if you wanted to do a 5.4 2V PI motor with a Bullet intake or other Mustang intake it is now more easier then ever. If you want to make some real HP,.. you would find a Navigator 5.4 DOHC long block and then use either a Mach1 or 99 - 01 Cobra intake and with some work you can have a 450 RWHP NA motor using stock internals.

Typically the 4.6 2v NA will max out around 300 - 330 HP and 325 trq. Using bolt ons, cams, porting and exhaust. They can make more,.. but require lighter forged rods and pistons,.. blueprinting and some trick head and valve train work and spinning the motor to 8000 RPM. Realistically dont expect to make more then 275 - 300 RWHP out of your 4.6 with out nitrous or some kind of FI. The biggest downfall to the modular engines is their bore to centerline ratio. A Harley Davidson has bigger pistons then a 4.6/5.4.

Hurst

 

Not a mod motor guy myself....but this statement cant add up. If you have the same bore, stroke, and rod length...were do you get cubic inches from? 302 and 351 have the same bore size and interchangeable heads but all internals are different as far as rod length and stroke

 

Its only taken him a year and me getting him the motor to get this thing running......dont get stretched out bro

 

4.6 and 5.4 have the same size bore but have different rods and stroke. Maybe I worded it wrong,.. sorry for the confusion. But the parts are completely interchangeable,.. same as between the 302 and 351. Thats why I used them as an example.

5.4 and 4.6 heads bolt to each other. Transmissions,.. all of it. There are some parts that are specific to each engine,.. timing covers, timing chains, intakes,.. 5.4 intake wont work on a 4.6,.. but 4.6 intakes with adapter plates can be made to work on 5.4 and work quite well.

Hurst

 

I figured thats what you meant....but not knowing mod stuff, I had to do some thinkin' about it.