First mileage test result.

[Camper_Jeff___K]

The first mileage test results are in.

A quick review of what was done to the truck.

Cometic head gaskets half the thickness of Fel-Pro and with full o-rings around each cylinder, not combining into one ring between cylinders like Fel-Pro. This raised all compressions from 185 to 200, to 200 to 220. ARP head studs at true 90 pounds torque instead of garbage unreliable twist to yield factory head bolts. New Melling timing chains, tensioners, chain guides and Melling 176 HV high volume oil pump with lower pressure spring installed. Porting out the exhaust ports to gasket match the new headers. A pair of Gibson 1-1/2" ss tube headers. SPD Performance Y-Pipe modification to exhaust creating better flow and scavaging. The MMR Racing coolant adaptors to the backs of the heads and plumbing them into the coolant return tube to the water pump for better cooling. Fabricating a larger 3-1/2" cold air inlet. Removing the comb like teeth in the throttlebody intake gasket improving intake air flow again. Welding shut the unused rear of head intake manifold coolant passages to prevent leaking due to the cheap plastic stock intake manifold. Modifying the intake manifold crossover tube connections to improve sealing and reduce the chance of the common leakage problem from happening again. Using the crossover clamp device I thought up to further increase the likelihood of a permanent seal. The injectors are 1 year old and all NGK ignition coils are 8 months. Several sensors were also replaced, MAF, O2 L & O2 R, TPS. All sensors about 6 months ago. 

Ok, so what are the mileage test results?

After 140 miles of mixed city, arterial, freeway driving, the resulting MPG is 11.75

11.75 MPG may or may not impress people but, it is a 2000 F-250 super cab 4x4 with a 5.4 liter 2 valve engine and 4 speed automatic. Before, we were getting 8 or 9 mpg, "10 on a really good day without the TC on". 

This represents an improvement of 3 to even 4 mpg. That will add up to decent savings over time. I just need to stay on top of maintenance to keep it this way. Regular oil changes at 3000 miles or less are very important, especially if you drive a truck with the 3 valve engine.

Everything I did to the engine, is on video and was posted to this forum if you're interested.

Thats the end of the truck repair/improvement video series. I hope those who saw it, enjoyed it. And now you know the fruition, end result.

It's back to camping soon.

[Grit_dog]

Agree, LS swaps are very popular now. Considering it for my C10 actually. 
Doesn’t mean it remotely makes sense to swap similar technology and power for similar technology and power + a pile of money and a bigger pile of compatibility issues. 

[StirCrazy]

haha a ford 5.4 turd is hardly simular technology, there is a reason ford dropped that motor, along with the 4.6 (which I think was a way better motor than the 5.4, less problems.  

I am not sure whyere the pile of money comes into play here, a LS is a very cheep swap, if you are good with wiring and figuring out schematics then you only need the full junkyard harnes for the motor and the motor and trans.  so 1000 bucks give or take where you live and depending on which LS setup you want, but a 5.3 LS will way out preform a ford 5.4.  and I am a die hard ford guy saying that...  when we put them into something like a 49 international it is ualy about a 2K job if we can get the wiring harnes with the motor, orther wise 3K if we have to buy a standalong harness and comuter.  its the cheepest 500 hp you'll ever make if you get a 6.0 a cam and tune it...  

now I would love to swap a cyote into something but thoes are expensive, not enough of them on the road yet, but for 7K you can get a used cyote and put it in anything and then spend another 9K on the 3L whipple super charger setup and have one of the fastest things on the street.  

[Grit_dog]

Whole different ballgame dropping a LS and a 4L/6L trans into an “old” car. 
I guess at least both trucks assuming a GMT800 swap are driver side drops for front axles. 
But the rest?  Lol. 
New driveshafts (likely), different or adapter u-joints, crossmember and mounts, trans and engine cooling mods, 4wd actuation, speedo and gauge controls, cruise control, etc, etc. 

That’s just the cliffs notes version. Assuming someone could even take on the task of custom swapping everything from axle to axle. 

Just simple little stuff “if you’re good at wiring”. ROFL. 
So many good LS swap applications. This happens to not be one of those applications. 
would be 1000% easier to swap a Frod V10 than a complete Chebbie drivetrain and operating system. 
And I’m anything but a Ford fan, and aside from the spark plug spitting and sticking issues (different engines), the Triton platform was pretty solid.  Had about a 15 year run. Not stellar but the Coyote platform and the 6.2 were a great upgrade for sure. 

[StirCrazy]

ya the coyote is a real nice engine and setup but it is just to darn wide to make it an easy swap in 90% of the stuff thats why it is so expensive to much custom fabracation.  

[Grit_dog]

Same reasons it makes 0 sense to put a LS in a Superduty. 

[mkirsch]

Swapping isn't an option on something that new, if you live in a state where emissions rules are enforced. The vehicle has to have all its original emissions equipment intact or they won't give you an inspection sticker, and the state suspends the vehicle's license.

[Grit_dog]

No emissions testing in WA….as crazy that sounds.  Not since Covid, lol. They all got sent home like the State did to all their employees, and the emissions testing never started back up. Another positive coming out of the pandemic I suppose. 
And his truck is 5 years away from being eligible for collector plates. Just because it’s newer than its owner doesn’t mean it’s newer!  Hahaha 

[StirCrazy]

why would you want to swap a newer vehicle?  half the stuff he did (headers and such) fall under the same rules so this obvioulsy isn't an issue.  plus his truck is around 25 years old, so what are you calling a newer vehicle?  

[mkirsch]

Near as I can tell nothing he did eliminated any emissions equipment. Headers and performance parts aren't illegal, as long as all the sensors and emissions equipment are still intact. 

Being "around 25 years old" is not good enough. Here in NY it has to be a 1999 or older this year to be exempt from emissions testing. Once it hits that magic 25 year mark, he could swap anything in that he wanted.

[StirCrazy]

good thing he isn't in NY and even if he was I believe his truck is a 1999, hence the around 25 years old which would date it to 1999.  in cali I believe my buddy told me just switching to headers is a fail unless your car is old enough to be exempt.  Its a good thing I am in Canada and I can delete my diesel with out anyone whining about it.  I took my milage from 13.6 L/100km to 10.8L/100km (empty) with just the emission on tunes, with the truck camper I went from 18L/100km to 14.9L/100km, and pulling the 5th wheel I went from 22L/100km to 19.7L/100km.

I have the delet kits sitting in the garage waiting for the winter to put them on so I can't wait to see how much more fuel efficiency I can unlock. 

[Camper_Jeff___K]

This truck has no EGR or any emission control except a CAT and front O2 sensors.

The truck runs great and definitely has more power. At 1500 rpm, you can feel an increasing amount to the power

[Camper_Jeff___K]

That's true, yet I understand there are ways around it. I think folks have used the VIN of the doner vehicle and assumed that title with the transplant vehicle. Somebody might have the answer.

[Grit_dog]

Huh?

[Camper_Jeff___K]

Doing an engine swap. I understand if you are swapping with a modern engine, the new engine is swappable with it's system of control since both engines would have EPA ratings. I understand my truck does not have an EPA MPG rating or much of the emission control garbage. My stock exhaust has no EGR connection and my Intake Manifold doesn't have a connection. The place for the connection is there but it was never machined. I believe my truck originated in Wyoming and may have been a police, forest service or other government vehicle due to the remnants of several radio antennae basses on the roof and places on the floor and dash where equipment like radios etcetera were mounted. The engine had a leaky head gasket from the get go and the prior owner knew it, cancer got him. I eventually figured the problem was a factory machining flaw leaving a gouge in the #1 front right cylinder between the cylinder and the water jacket. I finally figured it out on the third head gasket change. I had no more problems with the head gaskets on that engine. It died from a cracked oil sump pickup tube. 

This engine was fine till it overheated and it just kept getting worse and worse. I got home from our road trip and now the rest is history. I've got more drive time on the engine and it is a considerable improvement from before. The real test will come soon when we load the TC and go for a trip around the state.

[Camper_Jeff___K]

I've given engine swapping some thought. The trick is the whole truck is a system. I thought about a 6.2 and 6 speed transmission swap but you have to swap the computer system, wire harness and any relevent components. To make it run.

Even if I did a V10, my V8 wire harness is setup for 8 cylinders so I would need to swap electronics for that. I can do it, but fixing what I have is the easiest most affordable way. I know I am creating more power from the engine. I have addressed several weak points with the Cometic head gaskets, welding shut the rear coolant passages on the heads. Greatly improving exhaust flow over stock. High volume oip pump to hopefully oil better and keep passages clear. Rear of head coolant adaptors to prevent a boilover from ever happening again and keep the heads cooler with better circulation. That about covers the modifications which I hope will amount to a sort of "Bullet Proofing" for the 5.4 engine. The first engine did 275k miles, but it took work and three sets of head gaskets and new sparkplug seats to do it.