On regular gas it makes 310 hp at 5000 rpm and 365 lb-ft of torque at 3500 rpm. On e85 it makes 320 hp at 5200 rpm and 390 lb-ft of torque at 3500 rpm. I personally think the 5.4 sounds better than the 5.0 because it has a deeper growl due to more displacement. Also, the 5.4 didn't have a resonator. People try to say it doesn't sound as good because it's slower, but they are the same people who only have been in a 5.0 or never had a ford period.
@@billyray4716 and the 5.4 is a pretty good motor. But you got to keep on the oil bc the oil port design is kinda dumb. But a lot of people install high volume oil pumps to fix the problem.
I don't think it's just displacement that makes it sound good. An LS7 with 7L doesn't sound deep, it's very high pitched, almost german-sounding. That, and other GM truck engines vs Corvette/Camaro, vs german v8s, vs even Lexus v8s tell me there's more to it than just displacment. It's likely engine timing, firing order, RPM, and displacement that all factor into engine note. I like me a good 60s Chevy, BMW s62, Lexus UZ or UR, or Mopar HEMI V8 engine strictly for the sound. The higher revving LS engines, BMW engines, or other performance engines are always higher pitched, but that's the sacrifice made for higher redlines and higher horsepower.
The .4 of displacement has very little to do with sound difference, the way 4 valves flow will always make them more raspy. Plus Ford changed the firing order to give the coyote a smoother idle where as the 5.4/4.6 use a more old school style firing order that makes the idle sound rougher and deeper.
I just saw your website and Google reviews. I am interested in having a 5.4l 2V with a Procharger, blower cams and other things tuned. I will give you a ring.
Did the camshaft kill the torque? I guess I'm wondering if the "Hotrod" camshaft & VVT lockout are a good fit for a heavy 4x4 truck. The cams seem more meant for a lighter street/strip car.
The cams definitely hurt the tq. You are correct in thinking these cams are meant for a higher rpm operating range. Which i why they perform poorly in this application. The rest of the engine combo is designed around a low rpm operating range.
So many questions! I'm putting this combo together but in a 05 4x4 screw. Why did you do the lock outs on the Phasers? Wouldn't that have helped with low and upper hp/tq? Also what exhaust is on that truck? How you feel about converting to 24lbs injectors? Did you tune the truck or just run it stock? Also is that the stock Trans and torque converter? Sorry for the 20 questions. Just excited that someone did what I'm looking to do.
I was only in charge of the tuning side of this. I would imagine the cams were locked do to the common issues with the phasers on these, but i am not sure. Have them unlock would definitely improve the power curve. But the cams are just to big to work well with that intake manifold. I dont know what exhaust is on it. Charging injector doesnt make power it supports power. So if they are needed, them upgrade them. Yes, stock trans and converter. All good! Wish i had more info on it for you.
The tires alone drained about 30-40 hp from the added weight to turn , dyno has proven multiple times , lighter rims and tires and increase wheel hp numbers
@@ForceEngineering I’m at best a shade tree parts changer , I grew up around mechanic shops because my dad was for many years and I respect professional mechanics. I’ve learned a lot from great RUclipsrs , like I think it’s 1 hp per pound loss , correct me please if I’m wrong but yall do really nice honest work
I'm a broken record but great vid! Also was vvt removed or just limited? Edit removed wasn't paying attention. Too bad. Proper vvt cams can do good things though a pain to tune at times.
This is hard to answer. The correct intake manifold depends on the combination. you need to get an intake best matched for the rpm range in which your camshafts are designed for
Kinda surprised on hp and tq I had a high mileage 4.6 2v headers throttlebody electric fan custom tune 292lb tq to wheels and 227hp at wheels this was a 2001 super cab 2wd
Long overdue but something tells me there was something seriously wrong with this truck or the tune as the vast majority of people with this truck...myself included see pretty consistently between 220-230 wheel up and 280-300 wheel torque stock. Unfortunately it's a double edged sword with the 5.4 3v because there aren't really cams designed for it specifically. They're all parts designed for the 4.6 which lacks displacement and therefore torque to the 5.4 and with torque you can only realistically get to the 400-450 area before You're dancing with the devil and the modulars weak rods trying to make a viewing window in the block. Which is more or less the reason you don't see cams specific for the 5.4 because truck cams would build torque low whereas car cams build power high in th rpms.
If anyone knows of a intake manifold other than stock, Please share. I've searched endlessly the 5.0 to 5.4 swap is only for the 4v 5.4. Wondering a custom intake could be made? Any suggestions?
I was wondering if a stock 05-08 3v 4.6L mustang intake with the adapter plates for the 5.4L would be an option. You would have to use the mustang tb and air intake. I'm curious if the tb connector would be the same or could be wired to work.
350hp at the crank maybe, but Ive never seen a 5.4 3V make anything close to 400hp without a major bump in compression with aftermarket pistons, or by adding a supercharger. Even the 4V versions have a tough time hitting 400hp.
@@edjackson4389 I’ve seen 5.4s putting down 300 wheel with aftermarket cams ect. Dude has a channel I forgot the name. If ur putting 300 down ur prob making close to 400
This is hard to answer. The correct intake manifold depends on the combination. you need to get an intake best matched for the rpm range in which your camshafts are designed for
@@JosePerez-ki5zv None that is why it was funny he mentioned it. There are some people who get adapter plates made to run a 4.6 3v intake but as far as I have seen there is no commercially semi mass produced intake for the 5.4. Now I agree the runner length and design of the 5.4 intake is horrible for power. The owner of this truck threw money out the window of a moving car into a fire buying cams for the application. A Whipple or a Roush would have been money better spent.
@@JosePerez-ki5zv There is a 5.4 3v car intake in the Australian market (they put them in Falcons there), very hard (expensive) to get, and I haven't really seen any info on if they're worth the time and money.
Lots of them go 250,000 miles all Original, one guy got 380,000 miles after break in he went 15w40 pennzoil and still going, another guy has 416,000 miles using amsoil, maintenance is key, good clean oil, don't go 6000 miles even synthetic
My 09 f150 5.4 flex fuel had to have a partial overhaul at 200k miles of abuse and yearly oil changes. All new oem ford updated timing components except a aftermarket m360hv oil pump. Sold my troublesome new 19 3.5 fx4 at just 30k miles because I liked driving the steel and iron 09 better. The 5.4 3v isn't a hot rod motor, but it is a fantastic truck motor. Makes more grunt than the 5.0 where you need it, and skips the reliability issues that come with the horrible sounding eccoboost. The 10 speed is unpredictable and kinda sloppy in comparison to the refined 6 speed. I found it annoying that the 10 speed would constantly select new gears to maintain a narrow rpm window here in the Rockies. A weekend and 900.00 in parts refreshes the 09+ 3v to better than new condition and gets you upwards of 19mpg with proper tires w 3.73 gears. The sound emitted from the 5.4 3v after updated is wonderful, never breaks a sweat towing or even while accelerating uphill to the intestate. The 5.4 had earned a bad reputation by the time ford got it right in 09 and paired it with the 6 speed, it's a misunderstood engine.
@@Dat_Sun That's what I'm starting to find. Honestly considering the amount of work many other engines need at less than 100,000 miles, doing a timing set every 150-200,000 is nothing really. I've been bouncing the idea of trading my 2010 5.4 for an Ecoboost 11-16 or even a Coyote but after looking around at Dyno numbers and forums I'll just keep the 5.4. It makes like 30 or so more pound feet at over 1,000RPM lower than the Coyote and sure it doesn't make the same horsepower but I would hands down take a 450 crank ftlbs truck engine over a high winding 380 crank ftlbs car engine any day. The way I look at it is I had a 95 Powerstroke that made 450 crank ftlbs and it could move a house literally...and reliably. If a diesel with almost 2 liters of displacement more makes the same as a NA engine without the complications of forced induction...I'll take the NA engine.
@@alpha2gproject783Yeah keep that 2010, your 2010 steel body is a bonus. You can leave a ripple in a aluminum f150 side panel just by leaning into the bed, the aluminum is not up to the task. Learn from my mistake, don't go with eccoboost or aluminum body. The fun factor from the turbo v6 gets old fast, the bad sounds never end. It was non stop failures with my brand new 19 FX4 3.5. I will keep my 09 forever. When the time comes it will get restored. They were solid trucks, and the 5.4 was fords premium engine not long ago, for good reason its a great pickup truck motor.
This is a common misunderstanding and i should really make a video about it. The power advertised by the manufacturer is at the flywheel. It does not account for the power used to drive the transmission, rearend, and rotating mass of the tires.
On regular gas it makes 310 hp at 5000 rpm and 365 lb-ft of torque at 3500 rpm. On e85 it makes 320 hp at 5200 rpm and 390 lb-ft of torque at 3500 rpm. I personally think the 5.4 sounds better than the 5.0 because it has a deeper growl due to more displacement. Also, the 5.4 didn't have a resonator. People try to say it doesn't sound as good because it's slower, but they are the same people who only have been in a 5.0 or never had a ford period.
I own a 13 5.0, im disappointed in how raspy it is, has a 2 chamber muffler and still claps like crazy. Love the 5.4
@@billyray4716 and the 5.4 is a pretty good motor. But you got to keep on the oil bc the oil port design is kinda dumb. But a lot of people install high volume oil pumps to fix the problem.
5.4 sounds better because of head design so I've been told
I don't think it's just displacement that makes it sound good. An LS7 with 7L doesn't sound deep, it's very high pitched, almost german-sounding.
That, and other GM truck engines vs Corvette/Camaro, vs german v8s, vs even Lexus v8s tell me there's more to it than just displacment.
It's likely engine timing, firing order, RPM, and displacement that all factor into engine note.
I like me a good 60s Chevy, BMW s62, Lexus UZ or UR, or Mopar HEMI V8 engine strictly for the sound. The higher revving LS engines, BMW engines, or other performance engines are always higher pitched, but that's the sacrifice made for higher redlines and higher horsepower.
The .4 of displacement has very little to do with sound difference, the way 4 valves flow will always make them more raspy. Plus Ford changed the firing order to give the coyote a smoother idle where as the 5.4/4.6 use a more old school style firing order that makes the idle sound rougher and deeper.
Forced induction my not be in the owner's plan but it would definitely be a good option for the future .
310 horsepower 365 pounds of torque is what the engine was rated at at the flywheel
Turbo on stock phasers and stock everything would make more.
so even though this cam is made for the mustang tritons itll work in the 4.6 3v f150 triton?
Same engine more/less so yes it will
I just saw your website and Google reviews. I am interested in having a 5.4l 2V with a Procharger, blower cams and other things tuned. I will give you a ring.
Did the camshaft kill the torque? I guess I'm wondering if the "Hotrod" camshaft & VVT lockout are a good fit for a heavy 4x4 truck. The cams seem more meant for a lighter street/strip car.
The cams definitely hurt the tq. You are correct in thinking these cams are meant for a higher rpm operating range. Which i why they perform poorly in this application. The rest of the engine combo is designed around a low rpm operating range.
So many questions! I'm putting this combo together but in a 05 4x4 screw. Why did you do the lock outs on the Phasers? Wouldn't that have helped with low and upper hp/tq? Also what exhaust is on that truck? How you feel about converting to 24lbs injectors? Did you tune the truck or just run it stock? Also is that the stock Trans and torque converter? Sorry for the 20 questions. Just excited that someone did what I'm looking to do.
I was only in charge of the tuning side of this. I would imagine the cams were locked do to the common issues with the phasers on these, but i am not sure. Have them unlock would definitely improve the power curve. But the cams are just to big to work well with that intake manifold. I dont know what exhaust is on it. Charging injector doesnt make power it supports power. So if they are needed, them upgrade them. Yes, stock trans and converter. All good! Wish i had more info on it for you.
@@ForceEngineering did you get a chance to drive it after you tuned it? Thank you very much for your reply.
The tires alone drained about 30-40 hp from the added weight to turn , dyno has proven multiple times , lighter rims and tires and increase wheel hp numbers
The general public doesn't understand this. I'm glad you do!
@@ForceEngineering I’m at best a shade tree parts changer , I grew up around mechanic shops because my dad was for many years and I respect professional mechanics. I’ve learned a lot from great RUclipsrs , like I think it’s 1 hp per pound loss , correct me please if I’m wrong but yall do really nice honest work
I'm a broken record but great vid! Also was vvt removed or just limited? Edit removed wasn't paying attention. Too bad. Proper vvt cams can do good things though a pain to tune at times.
Glad you're still enjoying the videos! A smaller cam with VVT would surley have had vetter results. I'd be curious to swap intake manifolds.
What after market intake manifold do you recommend for the 5.4 3v
This is hard to answer. The correct intake manifold depends on the combination. you need to get an intake best matched for the rpm range in which your camshafts are designed for
There isn’t any aftermarket intake manifolds for the 3v 5.4
They sell a coyote manifold converter i believe.
@@davidcoronado6346 For the 4v navigator engine
@@ForceEngineering where can you find a performance intake manifold for the 5.4 3v?
What intake would you recommend for this set of cams ?
Did you ever find a performance intake manifold . I also have the 5.4 in my f150 and i think the plastic intake manifold dosent seem right
Kinda surprised on hp and tq I had a high mileage 4.6 2v headers throttlebody electric fan custom tune 292lb tq to wheels and 227hp at wheels this was a 2001 super cab 2wd
Long overdue but something tells me there was something seriously wrong with this truck or the tune as the vast majority of people with this truck...myself included see pretty consistently between 220-230 wheel up and 280-300 wheel torque stock. Unfortunately it's a double edged sword with the 5.4 3v because there aren't really cams designed for it specifically. They're all parts designed for the 4.6 which lacks displacement and therefore torque to the 5.4 and with torque you can only realistically get to the 400-450 area before You're dancing with the devil and the modulars weak rods trying to make a viewing window in the block. Which is more or less the reason you don't see cams specific for the 5.4 because truck cams would build torque low whereas car cams build power high in th rpms.
If anyone knows of a intake manifold other than stock, Please share. I've searched endlessly the 5.0 to 5.4 swap is only for the 4v 5.4.
Wondering a custom intake could be made? Any suggestions?
I was wondering if a stock 05-08 3v 4.6L mustang intake with the adapter plates for the 5.4L would be an option. You would have to use the mustang tb and air intake. I'm curious if the tb connector would be the same or could be wired to work.
I need to know also
What’s cams are in this truck?
Ford motorsport cam. But i dont remember which ones
Should be around 350-400 power wise . Hp and torque. Great torque
350hp at the crank maybe, but Ive never seen a 5.4 3V make anything close to 400hp without a major bump in compression with aftermarket pistons, or by adding a supercharger. Even the 4V versions have a tough time hitting 400hp.
@@edjackson4389 I’ve seen 5.4s putting down 300 wheel with aftermarket cams ect. Dude has a channel I forgot the name. If ur putting 300 down ur prob making close to 400
@@edjackson4389 i don’t think it was anything stock tbh, built built
@@edjackson4389 try k. Had a 5.4 doing 0-60 in 5.3 secs. Supposedly he was making 430 crank
@@edjackson4389 Try K was the channel
Which intake manifold would you recommend with those cams?
Im not sure anyone makes one that would work well with these. Would be an ibtake designed to operate well from 3000 to 6500rpm
@@ForceEngineering adapt a ls manifold to it lol
What intake manifold can i swap for the 5.4?
This is hard to answer. The correct intake manifold depends on the combination. you need to get an intake best matched for the rpm range in which your camshafts are designed for
@@ForceEngineering but what intakes are available for the 5.4s
@@JosePerez-ki5zv None that is why it was funny he mentioned it. There are some people who get adapter plates made to run a 4.6 3v intake but as far as I have seen there is no commercially semi mass produced intake for the 5.4. Now I agree the runner length and design of the 5.4 intake is horrible for power. The owner of this truck threw money out the window of a moving car into a fire buying cams for the application. A Whipple or a Roush would have been money better spent.
@@JosePerez-ki5zv There is a 5.4 3v car intake in the Australian market (they put them in Falcons there), very hard (expensive) to get, and I haven't really seen any info on if they're worth the time and money.
Sounds fast lol
But why would you waste money on a 5.4 death box?
Lots of them go 250,000 miles all Original, one guy got 380,000 miles after break in he went 15w40 pennzoil and still going, another guy has 416,000 miles using amsoil, maintenance is key, good clean oil, don't go 6000 miles even synthetic
My 09 f150 5.4 flex fuel had to have a partial overhaul at 200k miles of abuse and yearly oil changes. All new oem ford updated timing components except a aftermarket m360hv oil pump.
Sold my troublesome new 19 3.5 fx4 at just 30k miles because I liked driving the steel and iron 09 better. The 5.4 3v isn't a hot rod motor, but it is a fantastic truck motor. Makes more grunt than the 5.0 where you need it, and skips the reliability issues that come with the horrible sounding eccoboost.
The 10 speed is unpredictable and kinda sloppy in comparison to the refined 6 speed. I found it annoying that the 10 speed would constantly select new gears to maintain a narrow rpm window here in the Rockies.
A weekend and 900.00 in parts refreshes the 09+ 3v to better than new condition and gets you upwards of 19mpg with proper tires w 3.73 gears. The sound emitted from the 5.4 3v after updated is wonderful, never breaks a sweat towing or even while accelerating uphill to the intestate. The 5.4 had earned a bad reputation by the time ford got it right in 09 and paired it with the 6 speed, it's a misunderstood engine.
@@Dat_Sun That's what I'm starting to find. Honestly considering the amount of work many other engines need at less than 100,000 miles, doing a timing set every 150-200,000 is nothing really. I've been bouncing the idea of trading my 2010 5.4 for an Ecoboost 11-16 or even a Coyote but after looking around at Dyno numbers and forums I'll just keep the 5.4. It makes like 30 or so more pound feet at over 1,000RPM lower than the Coyote and sure it doesn't make the same horsepower but I would hands down take a 450 crank ftlbs truck engine over a high winding 380 crank ftlbs car engine any day.
The way I look at it is I had a 95 Powerstroke that made 450 crank ftlbs and it could move a house literally...and reliably. If a diesel with almost 2 liters of displacement more makes the same as a NA engine without the complications of forced induction...I'll take the NA engine.
@@alpha2gproject783Yeah keep that 2010, your 2010 steel body is a bonus. You can leave a ripple in a aluminum f150 side panel just by leaning into the bed, the aluminum is not up to the task.
Learn from my mistake, don't go with eccoboost or aluminum body. The fun factor from the turbo v6 gets old fast, the bad sounds never end. It was non stop failures with my brand new 19 FX4 3.5.
I will keep my 09 forever. When the time comes it will get restored. They were solid trucks, and the 5.4 was fords premium engine not long ago, for good reason its a great pickup truck motor.
I love my 2010 5.4 had a supercharged 07 expedition a few years ago
Thousands of dollars for what? Sounds cool?
Basically. That happens all the time.
makes less power than stock
This is a common misunderstanding and i should really make a video about it. The power advertised by the manufacturer is at the flywheel. It does not account for the power used to drive the transmission, rearend, and rotating mass of the tires.
Just shows the loose through the drive line.