Will a 4.6 from a 06 explorer be a suitable candidate - TCCoA Forums
 
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post #1 of 27 (permalink) Old 05-11-2013, 03:18 PM Thread Starter
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Will a 4.6 from a 06 explorer be a suitable candidate

Got a question, I searched the threads and I see that only the 02-05 explorer 4.6 is recomended for swaping to the Thunderbird, but was wondering if an 06 4.6 can be used, I was offered a good deal on one recently that is complete, so I am hesitating on it because here it only mentions 02-05 as a suitable candidate, will an 06 motor work?

97 Thunderbird LX 4.6 sohc, 60,000 original miles and lots of room for improvement.... All show and no go for now...
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post #2 of 27 (permalink) Old 05-11-2013, 04:04 PM
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you might want to verify the valve count on that 2006 explorer...

have you actually SEEN this 2006 4.6?
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post #3 of 27 (permalink) Old 05-11-2013, 04:33 PM Thread Starter
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No I haven't to tell you the truth, I was about to buy it but became skeptical when I checked here and seen it only mentioned 02-05 so I figured better to ask someone rather than to buy it and have something I can't use.

I take it might be a 3 valve design then? Essh!! back to the hunt... Thank you GM... your wisdom here is always appreciated....

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post #4 of 27 (permalink) Old 05-11-2013, 04:59 PM
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post #5 of 27 (permalink) Old 05-11-2013, 05:58 PM
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could someone use a 4v c head intake manifold on a 3v? What more would need to be done for a 3v swap as compared to any 2v swap?

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post #6 of 27 (permalink) Old 05-11-2013, 06:59 PM
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I think the bolt spacing on the intake manifold flange is different between a 3v and a 4v.

For a 3v swap you'd need to switch out the Tb's, adapt 3v exhaust manifolds, lock out the cam phasers, delete EGR, custom fuel rails to convert to return-style system, re-do vacuum lines, somehow plumb-in the IAC valve into the manifold itself, either adapt coil pack brackets to the timing cover or go COP conversion, make sure you use the correct oil filter/coolant adapter, use 3V style Tstat housing/coolant tubes/hoses, adapt heater core hoses

Thats the majority of things.
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post #7 of 27 (permalink) Old 05-11-2013, 07:06 PM
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The 4V intake is way too narrow, A PI would be a closer fit. But there's also no reason not to use the stock 3V manifold other than its hood clearance. It's a stout performer and it's light.

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post #8 of 27 (permalink) Old 05-11-2013, 08:12 PM
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Gotchya. Just curious. No wonder no one has done it yet, that I know of.

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post #9 of 27 (permalink) Old 05-11-2013, 09:25 PM
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I had a thread going about this very topic. You can buy a swap kit to install it in a Mustang. Everything should work on our cars, except for the returnless fuel system. Unfortunately the kit is expensive. It's $1500-$1900 depending on whether you buy it with a tuner or not, and that's just the cost of the kit, no motor.
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post #10 of 27 (permalink) Old 05-11-2013, 09:55 PM Thread Starter
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Sounds almost as crazy as the cost of a 4v when it is all said and done and looks like more of a headache to boot... Glad I dodged that bullet... It would have been a great deal had I been able to actually use it, had 70K miles and all complete for 1100.00 and the guy would have delivered it to my door if need be. Sure wish it had been an 05 block instead.

97 Thunderbird LX 4.6 sohc, 60,000 original miles and lots of room for improvement.... All show and no go for now...
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post #11 of 27 (permalink) Old 05-12-2013, 12:11 AM
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Would be a nice step up from the 2v! I think n/a I would prefer the 3v vs. the 4v

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post #12 of 27 (permalink) Old 05-12-2013, 11:59 AM
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A 3V swap really needs an eec update to get the advantages that would made it worthwhile.

I don't believe there's an intake that will clear a stock hood, either.

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post #13 of 27 (permalink) Old 05-12-2013, 04:10 PM
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Couple of new edge mustang swap threads say otherwise. Some are dynoing 300 rwhp with tune and exhaust

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post #14 of 27 (permalink) Old 05-12-2013, 04:25 PM
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Quote:
Originally Posted by Mgino96tbird46 View Post
could someone use a 4v c head intake manifold on a 3v? What more would need to be done for a 3v swap as compared to any 2v swap?
The 3v intake manifold (at the intake flange) is about 4" wider than a C intake.
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post #15 of 27 (permalink) Old 05-12-2013, 04:26 PM
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A 3V swap really needs an eec update to get the advantages that would made it worthwhile.
Why would you say this?
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post #16 of 27 (permalink) Old 05-12-2013, 04:29 PM
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Couple of new edge mustang swap threads say otherwise. Some are dynoing 300 rwhp with tune and exhaust
with mild cams and the ford racing intake they are making 360 at the wheels.
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post #17 of 27 (permalink) Old 05-12-2013, 05:55 PM
No, Mr. Lemmywinks, No!!!

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Why would you say this?
Variable valve timing that works, and a better, multi-strike ignition, to start with...

But swapping the wiring would be a drag.

There were 4v engines that worked with our stock eecs, that's the way I'm headed.

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post #18 of 27 (permalink) Old 05-12-2013, 06:47 PM
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Quote:
Originally Posted by Grog6 View Post
I don't believe there's an intake that will clear a stock hood, either.
What, not a fan of Miller style intakes?

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post #19 of 27 (permalink) Old 05-12-2013, 06:59 PM
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I touched on it briefly on v8nicks thread but the VCT is really more for emissions than power.

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post #20 of 27 (permalink) Old 05-12-2013, 07:00 PM
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Variable valve timing that works, and a better, multi-strike ignition, to start with...

But swapping the wiring would be a drag.

There were 4v engines that worked with our stock eecs, that's the way I'm headed.
I thought you were saying that the 3v computer needed to be upgraded. You can use the 2v computer on a 3v if you lock the cams.

Last edited by na svt; 05-13-2013 at 01:27 PM.
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post #21 of 27 (permalink) Old 05-12-2013, 07:23 PM
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The 3V VCT is really only used as an EGR alternative. There's no power advantage to it(though without it your economy will take the same kind of hit deleting EGR will give). Ignition is a non issue; wire the coils in series like in Oscar's write up or adapt coil packs to use plug wires.

The downside of the 3V for this chassis, at least by my observations, is that it's not that cost effective. When the cost of the conversion stuff, the exhaust work, an aftermarket hood and the motor itself is added up, you can likely find a used blower for the same price and get more power from it on the stock 2V.

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post #22 of 27 (permalink) Old 05-12-2013, 07:58 PM
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The 3V VCT is really only used as an EGR alternative. There's no power advantage to it(though without it your economy will take the same kind of hit deleting EGR will give). Ignition is a non issue; wire the coils in series like in Oscar's write up or adapt coil packs to use plug wires.

The downside of the 3V for this chassis, at least by my observations, is that it's not that cost effective. When the cost of the conversion stuff, the exhaust work, an aftermarket hood and the motor itself is added up, you can likely find a used blower for the same price and get more power from it on the stock 2V.
You could probably get a PI motor, full exhaust, and a blower but personally I would take the 3v if I had the choice

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post #23 of 27 (permalink) Old 05-13-2013, 01:28 PM
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Has it been verified that a 3V will not fit under a stock hood?
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post #24 of 27 (permalink) Old 05-13-2013, 01:44 PM
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I think it was verified by the guy who did the 3V+EEC+wiring+cluster swap on a tbird at modulardepot many years ago. The 2V's TB/elbow just barely clear the hood as is, those 3V intakes are very tall.

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You could probably get a PI motor, full exhaust, and a blower but personally I would take the 3v if I had the choice
As would I tbh, but that's because I like the novelty of it. If I were trying to go fast there's more practical ways than the 3V.

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post #25 of 27 (permalink) Old 05-31-2013, 02:57 AM
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For a 3v swap you'd need to switch out the Tb's, adapt 3v exhaust manifolds, lock out the cam phasers, delete EGR, custom fuel rails to convert to return-style system, re-do vacuum lines, somehow plumb-in the IAC valve into the manifold itself, either adapt coil pack brackets to the timing cover or go COP conversion, make sure you use the correct oil filter/coolant adapter, use 3V style Tstat housing/coolant tubes/hoses, adapt heater core hoses
Fascinating. You toss aside a small saga in one sentence.

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post #26 of 27 (permalink) Old 05-31-2013, 01:39 PM
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That's what happens when you know things. Also goes to show ya how little thought people sometimes put into these motor swaps and how extensive the work can actually be.
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post #27 of 27 (permalink) Old 06-10-2013, 08:48 PM Thread Starter
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That's what happens when you know things. Also goes to show ya how little thought people sometimes put into these motor swaps and how extensive the work can actually be.
Also how expensive, and time consuming, you can rack up so much money just by buying gaskets and sensors if you want to start with all new, opening up the motor and freshining internals and rings so on and so fourth on an used motor being a 2v or 4v gets expensive and you still haven't got to the mods and upgrades yet, plus tuning, drivetrain, exhaust, suspension, brakes and tires for moded cars to be able to hold it to the road and be safe as possible so you don't smash your new investment. Theres a lot more to it than meets the eye, everything sounds good when being said, but being done is another thing in itself. What's worse is when you are done and your expectations are still not meant yet meaning still not fast enough.

Also not to say that something wont let go in the motor latter on things happen like that and all the money you spent went to waste only to decide to start over again or do something else.

Not to say I never enjoyed the ride to get there, but if I had forseen it I may have taken another route altogether.

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