It's a lonely road when you're leading the pack, one that can be rough at times but rewarding when it's all said and done. It's getting harder to do something new to these old trucks nowadays, with so many people building more and more of them all the time. But every once in a while, new ground is broken, and once again it happens here in CLASSIC TRUCKS! Going into the project, I knew the '67-72 F-100s still had plenty of uncharted territory to cover, and that they could be built to rival the monstrously popular Chevys of the same vintage, which was my first goal. The second goal was to keep the Bumpside Ford-powered, which was tough for me because I've never favored Ford motors for whatever reason, but I was determined to figure something out.
Instead of going with a tried and true Ford 302, 351, 460, etc., I thought I'd find something that would yield a decent mix of power AND economy in terms of mileage, preferably with a double-digit mpg figure that starts with a "2" instead of a single digit. That immediately excluded most if not all of the aforementioned engines, and with the newer GM motors producing decent mileage when put in older trucks and cars, there had to be something in Ford's catalog to put up a fight. After talking with a few F-100 owners last show season who had newer "modular" Ford V-8s in their trucks coupled with success and satisfaction, some even pushing 26 mpg on the highway with a five-speed, I knew I'd found my candidate. But where should I start, since I'm like the majority of you reading this who consider understanding modern EFI motors much like deciphering hieroglyphics?
Here it is, my first crate engine and an '05-07 Ford Mustang GT motor from Ford Racing Performance Parts (FRPP). FRPP is working with us on this groundbreaking install to put together everything a customer would need to make this all-aluminum 4.6L SOHC three-valve V-8 run in their own project, but first we need to start at the beginning. While FRPP is working on the prototype "street rod" wiring harness, I'll get started actually installing the motor into the '68. | 
The three-valve production crate motors will ship with Mustang tubular shorty headers like these that are a direct replacement for the stock cast manifolds, saving 10 pounds. |
The motors will also come with valve covers available in blue or black wrinkle finish, or silver or chrome powdercoated, but I'll wait to put these babies on until later so I don't scratch 'em. | 
In keeping with the Mustang theme, I'll also be using the matching Mustang GT Tremec TR-3650 five-speed trans from FRPP, and of course they sell automatics and other Tremec transmissions depending on what you need. |
Even though most think people these motors are really wide, it fit quite nicely in the '68's engine bay! The width of the modular V-8s are their biggest dimension, and the 4.6L SOHC motor is 25 5/8 inches, which is actually half an inch narrower than the 460, while a 351 comes in at 21 inches wide. | 
The sides of the engine and its exhaust manifolds clear the inner fender panels with ease... |