429/460 in a 03-04 Marauder?

[PHHHHTT]

I have not noticed this being mentioned before, so I'll bring it up:

There have been a couple instances where 03-04 Marauders have had engine swaps with something other than a 4.6, some of these even being engines from another manufacturer (Chevy). Fortunately, I'm not having to entertain this situation at this time, but I wonder if anyone here has tried to install a 429 or 460. These engine are great torque monsters with minimal massaging of during an engine build and can built to withstand higher RPMs (I've revved mine to 7 grand many times but it had been built where 7 grand shouldn't bother it). There are a couple of members here that have cars with these engines, I believe they can attest to the merits of these motors.

So, other than the obvious obstacles of cost and usual fab work to get one to fit, does anyone see roadblocks that would make this out of the question?

More importantly, has anyone done this?

Thanks!

[guspech750]

There is a member here who completed a LS2 swap in his Marauder. Instant 400hp & 400tq.

I don't think it's the best bang for the buck for HP vs Cost.

But engine swaps are freaking awesome. Love to see the different combos people have done.

Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

[Blk04MM]

There is a member here who completed a LS2 swap in his Marauder. Instant 400hp & 400tq.

I don't think it's the best bang for the buck for HP vs Cost.

But engine swaps are freaking awesome. Love to see the different combos people have done.

Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom


The swap can be done for less then 3k (i was told by that member) Why isn't it best bang for buck?

[guspech750]

The swap can be done for less then 3k (i was told by that member) Why isn't it best bang for buck?

Didn't know he did it for less than 3 grand.

But I can't imagine the wiring would being easy for most people on a budget and limited skills.


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

[guspech750]

Are there already made wire harnesses available for such a swap that everything works correctly?


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

[justbob]

I wanted to go this route last year but emissions squashed that idea..


Self proclaimed Builder Of Badassery.

Buy it, Break it, Build it BETTER.
"Since 2004"

[PHHHHTT]

When it comes to cost, it is tough to beat a V8 Chevy. But cost is only a factor, and with most of people in the Marauder community, the overall package is what drives the project.

Look at the hp and ft/lb figures of '72 and earlier of these engines. The hp is a little lower (360 - 375, possibly fudged lower as the practice at that time) and the torque is around 450 ft/lbs or greater. It doesn't cost much to get over 500 ft/lb out of one these engines. And that is with fuel and ignition systems that are about as basic as possible. Put a C6 and a GearVendors OD with it, I believe the fuel mileage probably wouldn't change much from a stock Marauder.

Anyway, I would want to keep my Marauder with a Ford lineage, but that's not everybody.

[Blk04MM]

Didn't know he did it for less than 3 grand.

But I can't imagine the wiring would being easy for most people on a budget and limited skills.


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom


Are there already made wire harnesses available for such a swap that everything works correctly?


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

If I'm not mistaken that's what was told to me. Or a shop can do it. I believe he told me At the time of his swap he didn't look too much into it and found out after that he could've kept the MM dash and had all of it working

[Blk04MM]

I wanted to go this route last year but emissions squashed that idea..


Self proclaimed Builder Of Badassery.

Buy it, Break it, Build it BETTER.
"Since 2004"

Florida has none I'm seriously thinking its go time. I wonder what I can sell my mm motor and trans for

[guspech750]

Florida has none I'm seriously thinking its go time. I wonder what I can sell my mm motor and trans for

Yeah. I actually saw that Florida has no emissions.

So lucky:(

Personally. I would love a boosted LSx motor swap. But I dont have that kind of skill.


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

[DWSTANG67]

I have thought about this idea often, since i have a 1971 429 n-code with a performance rebuild, bored over .030 heads ported performance cams to include rollor rockers were added and it set to run dual carbs. The 429 was bulit for my 66 fairlane but i always joke that if i blow up my 4.6 i stick the 429 in the marauder.

[MrBluGruv]

The reason those older motors sported such low horsepower ratings for their size and torque figures is because they couldn't flow worth a **** at higher RPM compared to motors of today.

Horsepower is literally a function of torque and RPM, that's why a little Honda motor like the F20 or the Mazda 13B Renesis can advertise well over 100hp per liter.

Not making high horsepower isn't even in and of itself a bad thing, just remember that if you get a high torque, low HP engine, you can't really use a high numerical rear gear or you'll run out of steam long before you want to.

[hotford]

Only swap I would consider would be the 427 SOHC motor.....there I said it first!!!!

[Jeffonebuck]

Only swap I would consider would be the 427 SOHC motor.....there I said it first!!!!

Here is the answer: http://www.dragzine.com/news/ebay-find-of-the-day-68000-supercharged-427-sohc-cammer-engine/

[Mr. Man]

Swapping for an old style motor would also require you to think about the transmission too. Not sure if a 460 will bolt up to a MM trans or even if there is an adapter plate.

What is John (Tomanyfords) running as a base?

[justbob]

Swapping for an old style motor would also require you to think about the transmission too. Not sure if a 460 will bolt up to a MM trans or even if there is an adapter plate.

What is John (Tomanyfords) running as a base?

I believe he said a 400 w/gear vendors.


Self proclaimed Builder Of Badassery.

Buy it, Break it, Build it BETTER.
"Since 2004"

[PHHHHTT]

I like the SOHC, but they are hard to come by.....

Use the factory '71 and earlier items gets you at 360 hp (not low, but a good starting point). Torque is great without having to do anything. But avoid the '74 and later factory stuff, it is low hp and low torque.

Go with aftermarket heads (I like the John Kaase P-51 heads) and you will looking at figures that non-big blocks will probably have to be forced inductioned to match. All the while being anvil solid and simple to work on.

Just quickly checked to see in any info on web about 429/460 to 4r70w. I did run across some info on www.429-460.com (http://www.429-460.com) that I understand would help this issue.

[F2F]

Not that should drive our decisions but don't you guys think if you go old school resale would be done. It's a great idea no computer control is not what our cars were.

[Blk04MM]

The member who swapped did a LQ9/4L80E and it all fit. Said it basically fell right in.

The LQ9 with LS3 heads flows very well. Get work done to the heads makes it even better. Add A decent cam and good intake gets you very close to 500 to the wheels if not over.


IIRC LQ+ARP= lots of room for power

[Blk04MM]

Not that should drive our decisions but don't you guys think if you go old school resale would be done. It's a great idea no computer control is not what our cars were.

Resell reshmell. most here won't sell the car if they life depended on it. Most will die and still own their car lol. These cars arent worth very much as it is. I'm up for selling mine if I can't find a LSx to swap into it.

[F2F]

Resell reshmell. most here won't sell the car if they life depended on it. Most will die and still own their car lol. These cars arent worth very much as it is. I'm up for selling mine if I can't find a LSx to swap into it.

Lol, true and I'm one of those guys. I just don't want to own that 25k car that's worth 8. Lol I'd think you would be 8-10 k in but I just saw your 3k number. For that hells yeah I'm doing an eaton for more than. :confused:TiVo

[Blk04MM]

Lol, true and I'm one of those guys. I just don't want to own that 25k car that's worth 8. Lol I'd think you would be 8-10 k in but I just saw your 3k number. For that hells yeah I'm doing an eaton for more than. :confused:TiVo

Don't matter what you put into it. It's worth what YOU feel it is. LSx swaps aren't for everyone. Seem will tell you it's the dumbest thing ever but it's their option. Eatons are good and make good power. if that's your choice go with it. Modding is what you wana do. Me personally I can get eaton power if not more for cheaper and have crazy room to go and my MM will be enjoyed like a hotrod if I do it my way. If you do a 8-10k LSx swap you'll be north of 800rwhp easily!!

[F2F]

Don't matter what you put into it. It's worth what YOU feel it is. LSx swaps aren't for everyone. Seem will tell you it's the dumbest thing ever but it's their option. Eatons are good and make good power. if that's your choice go with it. Modding is what you wana do. Me personally I can get eaton power if not more for cheaper and have crazy room to go and my MM will be enjoyed like a hotrod if I do it my way. If you do a 8-10k LSx swap you'll be north of 800rwhp easily!!

You sir are correct. Its all realitive to income and purpose. I use mine as a DD. But to your point as I tell my wife its never about having its about not having. So point taken you win.

[Joe Walsh]

Jon Kaase has P-51 Heads and newly redesigned BOSS Heads that will make an ole' 460 pump out 600 HP all day long.
BTW: A 460 stroked out to 521 cubes, wearing a set of huge BOSS heads (and making 770 HP N/A.....:eek:) is slightly narrower than our puny 4.6 DOHC engine!
I want to do this swap, and contacted Kaase's shop to estimate costs, but with emissions testing in Maryland.....it ain't gonna happen.

[F2F]

Jon Kaase has P-51 Heads and newly redesigned BOSS Heads that will make an ole' 460 pump out 600 HP all day long.
BTW: A BOSS 429 stroked out to 521 cubes (and making 770 HP N/A.....:eek:) is slightly narrower than our puny 4.6 DOHC engine!
I want to do this swap, but with emissions testing in Maryland it ain't gonna happen.

Joe I'm curious, what would a budget be for said mod. Lol in good old MO we have no emissions. And my ears are perked?:flamer:

[Blk04MM]

Jon Kaase has P-51 Heads and newly redesigned BOSS Heads that will make an ole' 460 pump out 600 HP all day long.
BTW: A 460 stroked out to 521 cubes, wearing a set of huge BOSS heads (and making 770 HP N/A.....:eek:) is slightly narrower than our puny 4.6 DOHC engine!
I want to do this swap, and contacted Kaase's shop to estimate costs, but with emissions testing in Maryland.....it ain't gonna happen.

Goodness. What's the cost?! Lol seems like Florida is the mod away state lol. I won't be moving

[Blk04MM]

You sir are correct. Its all realitive to income and purpose. I use mine as a DD. But to your point as I tell my wife its never about having its about not having. So point taken you win.

Mine is a DD and will be one with the swap. Until gas mileage is well beyond horrible then I'll drive it. Didn't buy it to sit up like a prom queen. Bought it to drive it and mod it to F@&$ S&$'% UP!

[PHHHHTT]

Taken from Jon Kaase website regarding the P-51 heads:

Ford Power Test
While flow numbers are certainly informative, there's no better way to judge the potential of big-block Ford power with these new heads than to build an engine and see the results for ourselves. Big-block Ford engines lend themselves to tremendous displacement in stroker combinations, with engines as large as 545 cid easily achieved with stock-block stroker combinations; however, we were interested to see what could be done with just your basic everyday 460. With a factory bore of 4.360 and a stroke of 3.850, the 460 Ford was one of the largest OEM engines in passenger car production. Cores for these engines are readily available and usually found at an incredible bargain, considering the displacement. The plan was to rebuild a basic production-based short-block, stuff it with a few well-chosen power parts, and top it off with these killer new heads from Jon Kaase Racing.

A seasoned stock 460 block was simply prepped with a 0.030-inch overbore and fitted with a set of Probe forged flat-top pistons, using stock Ford connecting rods. Though the rods are OEM forgings, the small ends were bushed for floating pins and new ARP bolts were installed. Inside the roomy crankcase of the 460, the OEM cast-iron crankshaft was retained. As far as the bottom end is concerned, this is just a common street-style rebuild.

Where the build took a walk on the wild side was the camshaft. To gauge the effectiveness on these high-flow cylinder heads, particularly with the relatively modest displacement of the short-block, the engine has to rev. With only 466 cubes at work below, it takes substantial rpm to begin to use up the kind of flow these heads are capable of. In light of this, a solid roller was the only choice, and here was no place to be shy about specifications. A COMP Cams grind No. FF-4420-4132-R108 roller was specified, which rates at 256/262 degrees duration at 0.050-inch tappet rise. When combined with the 1.73 ratio of a Ford big-block's rockers, the cam delivers a whopping 0.761/0.743-inch lift. This would certainly be enough action at the valves to tap into the airflow capabilities of the P51 heads.

Up top went the object of this experiment-the new P51 cylinder heads-which were simply bolted on in out-of-the-box form. As with previous generations of SVO cylinder heads, the P51 retains the production intake port size and bolt pattern, maintaining compatibility with established intake manifolds for this engine type. A box-stock Ford Motorsport single-plane 4500-pattern intake manifold topped with a 1,195-cfm King Demon carburetor provides the induction. What we have here is a generic 460 outfitted to pump a tremendous amount of air. The only question remaining was whether it would result in great horsepower.

That answer became apparent as our test session unfolded on Westech Performance Group's SuperFlow 902 engine dyno. Our objective there was to validate and tune the engine, and then let it eat for the numbers. We weren't intending to apply any parts-swapping, spacers, super-slick oils, or associated super-tuning tricks, but were sticking to the basics of dialing-in the mixture and timing. We began the test session with 100 octane fuel, to provide a safety margin with the decidedly high compression ratio and unknown tune. The first few tuning pulls proved that Ford was intent on delivering uncharacteristic power. Loaded at near peak, static, we found over 600 lb-ft of torque. For a ballpark reference, that's a good 50-plus lb-ft better than what can be considered a "very good" engine at this displacement. Dialed-in at 32 degrees of timing and jetted for a perfect mixture reading, we let it fly and saw a staggering 600 lb-ft of torque and 690 hp at 6,700 rpm.

Testing On Pump Gas
We cleared the fuel system and reloaded with ordinary 91 octane swill. True, the compression ratio was crowding 12:1, but with the generous cam timing, low ignition requirements, aluminum heads, and Kaase's blessing, we figured the engine would cooperate. The testing was repeated with low-grade fuel and there was no hint of detonation. What we did find is abundant power, given the generally humble nature of the engine. On 91 octane, Kaase's P51-equipped 460 showed us 597 lb-ft at 4,900 rpm, running up the powerband to 687 hp at 6,700 rpm. We had a basic short-block that could easily double for the one in a buddy's truck (stock block, crank, rods, and all). Take that basic genetic material, add a hard-hitting COMP roller cam, a Kaase top end, and a matching big induction, and you have a combination that makes way more power than the sum of its parts.

[F2F]

Mine is a DD and will be one with the swap. Until gas mileage is well beyond horrible then I'll drive it. Didn't buy it to sit up like a prom queen. Bought it to drive it and mod it to F@&$ S&$'% UP!
hell yeah!

[Blk04MM]

Taken from Jon Kaase website regarding the P-51 heads:

Ford Power Test
While flow numbers are certainly informative, there's no better way to judge the potential of big-block Ford power with these new heads than to build an engine and see the results for ourselves. Big-block Ford engines lend themselves to tremendous displacement in stroker combinations, with engines as large as 545 cid easily achieved with stock-block stroker combinations; however, we were interested to see what could be done with just your basic everyday 460. With a factory bore of 4.360 and a stroke of 3.850, the 460 Ford was one of the largest OEM engines in passenger car production. Cores for these engines are readily available and usually found at an incredible bargain, considering the displacement. The plan was to rebuild a basic production-based short-block, stuff it with a few well-chosen power parts, and top it off with these killer new heads from Jon Kaase Racing.

A seasoned stock 460 block was simply prepped with a 0.030-inch overbore and fitted with a set of Probe forged flat-top pistons, using stock Ford connecting rods. Though the rods are OEM forgings, the small ends were bushed for floating pins and new ARP bolts were installed. Inside the roomy crankcase of the 460, the OEM cast-iron crankshaft was retained. As far as the bottom end is concerned, this is just a common street-style rebuild.

Where the build took a walk on the wild side was the camshaft. To gauge the effectiveness on these high-flow cylinder heads, particularly with the relatively modest displacement of the short-block, the engine has to rev. With only 466 cubes at work below, it takes substantial rpm to begin to use up the kind of flow these heads are capable of. In light of this, a solid roller was the only choice, and here was no place to be shy about specifications. A COMP Cams grind No. FF-4420-4132-R108 roller was specified, which rates at 256/262 degrees duration at 0.050-inch tappet rise. When combined with the 1.73 ratio of a Ford big-block's rockers, the cam delivers a whopping 0.761/0.743-inch lift. This would certainly be enough action at the valves to tap into the airflow capabilities of the P51 heads.

Up top went the object of this experiment-the new P51 cylinder heads-which were simply bolted on in out-of-the-box form. As with previous generations of SVO cylinder heads, the P51 retains the production intake port size and bolt pattern, maintaining compatibility with established intake manifolds for this engine type. A box-stock Ford Motorsport single-plane 4500-pattern intake manifold topped with a 1,195-cfm King Demon carburetor provides the induction. What we have here is a generic 460 outfitted to pump a tremendous amount of air. The only question remaining was whether it would result in great horsepower.

That answer became apparent as our test session unfolded on Westech Performance Group's SuperFlow 902 engine dyno. Our objective there was to validate and tune the engine, and then let it eat for the numbers. We weren't intending to apply any parts-swapping, spacers, super-slick oils, or associated super-tuning tricks, but were sticking to the basics of dialing-in the mixture and timing. We began the test session with 100 octane fuel, to provide a safety margin with the decidedly high compression ratio and unknown tune. The first few tuning pulls proved that Ford was intent on delivering uncharacteristic power. Loaded at near peak, static, we found over 600 lb-ft of torque. For a ballpark reference, that's a good 50-plus lb-ft better than what can be considered a "very good" engine at this displacement. Dialed-in at 32 degrees of timing and jetted for a perfect mixture reading, we let it fly and saw a staggering 600 lb-ft of torque and 690 hp at 6,700 rpm.

Testing On Pump Gas
We cleared the fuel system and reloaded with ordinary 91 octane swill. True, the compression ratio was crowding 12:1, but with the generous cam timing, low ignition requirements, aluminum heads, and Kaase's blessing, we figured the engine would cooperate. The testing was repeated with low-grade fuel and there was no hint of detonation. What we did find is abundant power, given the generally humble nature of the engine. On 91 octane, Kaase's P51-equipped 460 showed us 597 lb-ft at 4,900 rpm, running up the powerband to 687 hp at 6,700 rpm. We had a basic short-block that could easily double for the one in a buddy's truck (stock block, crank, rods, and all). Take that basic genetic material, add a hard-hitting COMP roller cam, a Kaase top end, and a matching big induction, and you have a combination that makes way more power than the sum of its parts.

Nice info there

[F2F]

Jon Kaase has P-51 Heads and newly redesigned BOSS Heads that will make an ole' 460 pump out 600 HP all day long.
BTW: A BOSS 429 stroked out to 521 cubes (and making 770 HP N/A.....:eek:) is slightly narrower than our puny 4.6 DOHC engine!
I want to do this swap, but with emissions testing in Maryland it ain't gonna happen.

Joe I'm curious, what would a budget be for said mod. Lol in good old MO we have no emissions. And my ears are perked?:flamer:

[PHHHHTT]

So far, it looks like the biggest roadblock is emission testing. Since Alabama doesn't have emissions testing (I am so thankful), I am ignorant as to what all is involved. And I don't wanna know. By the way, how are the Chevy motors able to pass emission testing or in states with testing this swap can't be done as well?

I am also not up to speed with the electronics regarding the engine/trans functions that well. I think I have read where there is a stand alone computer (or something) that will control the trans functions. If that is correct, (without going into detail) what other electronic functions would need to be addressed?

[guspech750]

What about the 2000 Cobra R DOHC 5.8. Just saw one on EBay a few weeks ago. Theres almost 400 NA power then add a blower.


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

[TooManyFords]

I believe he said a 400 w/gear vendors.
This is correct. I've got a TH400 with a GV OD behind it. As such, it would be trivial for me to swap any motor into mine with the correct adapter from JW.

[TooManyFords]

It is true, there is no replacement for displacement, but how you get that displacement is the key. I'm going to stick to my little 4.6 for now and increase displacement with a pair of turbos. I like my 6-71 blower and will keep it for my mustang in a future upgrade, but to really hit the big numbers I'll stick with the awesome flow capability of the 32v heads on our 4.6. A pair of 80's and a good water/air intercooler will let me hit that magic 1500hp number.

Don't get me wrong, I looked long and hard at the 460 route and still like Joe's idea of a badass Boss 460 setup. If I was going to stay NA, that would have been my choice too. (Joe, you buy it and we can bolt it in my car for testing!)

[ITSA 91]

I have a P-51 headed 557 in a 3900lb MKVII.Street legal.Dialed back the timing to make it run only 10.0s.Chassis not certified.My 03MM is completely stock and will remain that way until one of us expires.

[justbob]

Not that should drive our decisions but don't you guys think if you go old school resale would be done. It's a great idea no computer control is not what our cars were.

If I was worried about resell, I wouldn't have cut a big ass whole in the floor LOL!

http://img.tapatalk.com/d/13/05/27/du8a4ure.jpg


Self proclaimed Builder Of Badassery.

Buy it, Break it, Build it BETTER.
"Since 2004"

[guspech750]

If I was worried about resell, I wouldn't have cut a big ass whole in the floor LOL!

http://img.tapatalk.com/d/13/05/27/du8a4ure.jpg


Self proclaimed Builder Of Badassery.

Buy it, Break it, Build it BETTER.
"Since 2004"

Floor vents FTW!!!


Sent from my iPhone 4S

DTR + 4.10's + Eaton swap = Wreeeeeeeeeeeeeeedom

[hotford]

If I was worried about resell, I wouldn't have cut a big ass whole in the floor LOL!

http://img.tapatalk.com/d/13/05/27/du8a4ure.jpg


Self proclaimed Builder Of Badassery.

Buy it, Break it, Build it BETTER.
"Since 2004"
Come on you just wanted to be like Fred Flintsone.....lol

[ChiTownMaraud3r]

Why not try a 5.0 coyote swap?

[Joe Walsh]

Why not try a 5.0 coyote swap?

I looked into that also....talked to Kurgan Motorsports.
You would need a new Coyote 5.0, a new computer and harness, plus a separate computer needed for the 4R70W transmission.
You also have to find a place to fit the power steering pump because our Marauders don't have electric assist steering.
Custom headers, etc
Last, the alternator on the Coyote 5.0 is down low and to the side and would require notching/cutting our frames to get clearance.
Much like installing a 2003-2004 Cobra 4.6 set-up.

You are looking at close to $25,000.
I'd love to have a new 5.0 Coyote under the hood, but for that kind of coin I would go the BOSS 521 route.

[ITSA 91]

Short list for my combo.
Kaase P51s,rocker arms and girdles---3000
Block and machining----------------------500
557 rotating assy------------------------2400
Intake and carb--------------------------1500
roller cam and lifters--------------------1000
Kaase oil pump----------------------------250
Oil pan and pickup------------------------300
Timing cover and pointer-----------------200
Distributer and wires---------------------450
Starter--------------------------------------200
Harmonic balancer and flex plate-------500
MLS head gaskets-------------------------200

C-6 and converter------------------------2900
Narrowed and braced 8.8
I'm afraid to add it up.
This is with my son and me doing all the work.
There are cheaper ways to do this,but this is what I have in mine.

[SC Cheesehead]

Short list for my combo.
Kaase P51s,rocker arms and girdles---3000
Block and machining----------------------500
557 rotating assy------------------------2400
Intake and carb--------------------------1500
roller cam and lifters--------------------1000
Kaase oil pump----------------------------250
Oil pan and pickup------------------------300
Timing cover and pointer-----------------200
Distributer and wires---------------------450
Starter--------------------------------------200
Harmonic balancer and flex plate-------500
MLS head gaskets-------------------------200

C-6 and converter------------------------2900
Narrowed and braced 8.8
I'm afraid to add it up.
This is with my son and me doing all the work.
There are cheaper ways to do this,but this is what I have in mine.


Pics or it didn't happen!


;) ---------> :D

[Raleigh Marauder]

I looked into that also....talked to Kurgan Motorsports.
You would need a new Coyote 5.0, a new computer and harness, plus a separate computer needed for the 4R70W transmission.
You also have to find a place to fit the power steering pump because our Marauders don't have electric assist steering.
Custom headers, etc
Last, the alternator on the Coyote 5.0 is down low and to the side and would require notching/cutting our frames to get clearance.
Much like installing a 2003-2004 Cobra 4.6 set-up.

You are looking at close to $25,000.
I'd love to have a new 5.0 Coyote under the hood, but for that kind of coin I would go the BOSS 521 route.


Wow! That much! No wonder no one has done that swap....

[ITSA 91]

That list was for the 4th 557 we built.The 5th was not that radical and was installed in my dually.The 6th is waiting to go together on the engine stand for my 86 T-bird.My MM will remain stock.

[MOTOWN]

An LSX or an LS7 would be an awesome swap!

[Joe Walsh]

Short list for my combo.
Kaase P51s,rocker arms and girdles---3000
Block and machining----------------------500
557 rotating assy------------------------2400
Intake and carb--------------------------1500
roller cam and lifters--------------------1000
Kaase oil pump----------------------------250
Oil pan and pickup------------------------300
Timing cover and pointer-----------------200
Distributer and wires---------------------450
Starter--------------------------------------200
Harmonic balancer and flex plate-------500
MLS head gaskets-------------------------200

C-6 and converter------------------------2900
Narrowed and braced 8.8
I'm afraid to add it up.
This is with my son and me doing all the work.
There are cheaper ways to do this,but this is what I have in mine.

...............:drool:


That list was for the 4th 557 we built.The 5th was not that radical and was installed in my dually.The 6th is waiting to go together on the engine stand for my 86 T-bird.My MM will remain stock.


..............:drool:

Stop it, Stop IT....STOP IT!!!!

Quit teasing me with more thoughts of a 9.0L V8 under the hood of my Marauder!!


BTW: What kind of front dress are you using?
Kaase likes those sweet looking (but $$$) Billet Specialties drives.

[ITSA 91]

The dually uses the stock brackets.For the others, I modify stock stuff or build my own.I use off the shelf headers or build to fit.

[ChiTownMaraud3r]

I looked into that also....talked to Kurgan Motorsports.
You would need a new Coyote 5.0, a new computer and harness, plus a separate computer needed for the 4R70W transmission.
You also have to find a place to fit the power steering pump because our Marauders don't have electric assist steering.
Custom headers, etc
Last, the alternator on the Coyote 5.0 is down low and to the side and would require notching/cutting our frames to get clearance.
Much like installing a 2003-2004 Cobra 4.6 set-up.

You are looking at close to $25,000.
I'd love to have a new 5.0 Coyote under the hood, but for that kind of coin I would go the BOSS 521 route.

Holy smokes! :eek:

[ITSA 91]

Cheesehead--Did not say I put a BBF in a Panther-what kind of pictures do you want?-My driveway last weekend-

[Joe Walsh]

An LSX or an LS7 would be an awesome swap!....into an Impala SS.

There....fixed it for ya!

[whd507]

Well, I have dreamed of such a feat into an LSE Grand Marguis, with an E40D and a modified EFI setup from a 90s truck to keep computer and functionality, but as to the 429/460, my bone stock 1971 LTD with the 360hp 4bb engine and factory dual exhaust, is about as quick as the marauder was stock (low 14s), but must weigh a ton more.

As much as I love the 365-Series engines, if I were to do it to a Panther, I would want an alloy block, forged crank, and Boss 429-style alloy heads, assembled to rev as high as the DOHC, and then put it into the aforementioned grand marquis for sleeper duties.

[PHHHHTT]

http://dsc.discovery.com/tv-shows/fast-n-loud/videos/one-slick-lincoln.htm

This a short video (before I saw this, I didn't know anything about the show) that shows how well a 460 does a burnout in a stock 70 Lincoln Continental. I don't like what they say they are going to do to the car, but wouldn't you like a stock 03-04 Marauder do this as well as this '70 could? (By the way, ignore the movie trailer before the video begins)

[MrBluGruv]

http://dsc.discovery.com/tv-shows/fast-n-loud/videos/one-slick-lincoln.htm

This a short video (before I saw this, I didn't know anything about the show) that shows how well a 460 does a burnout in a stock 70 Lincoln Continental. I don't like what they say they are going to do to the car, but wouldn't you like a stock 03-04 Marauder do this as well as this '70 could? (By the way, ignore the movie trailer before the video begins)

I knew a guy that owned a '72 Continental coupe with the same optioned 460 engine in it. Pretty much all stock looking except for some wire spoke wheels.

The thing looked like an honest to God muscle car going down the road the way the rear quarters are designed on that body, plus he had one hell of an exhaust system on his so it even sounded the part.

[SC Cheesehead]

Cheesehead--Did not say I put a BBF in a Panther-what kind of pictures do you want?-My driveway last weekend-

My bad, thought you'd done a BBF swap into a Panther, sorry for the misunderstanding.

The "pics or it didn't happen" line is one the old timers use as a friendly jibe which basically means, "if you did it, post up some pictures of it or we won't believe you."

In this case, I was hoping to see some pics of a BBF in a Panther engine bay. No harm intended.

Rex

[ITSA 91]

No problem-Guess you can tell that I am new to this site.