In reference to 4v heads, is that what we really need?

[tommylightning]

Master Of Pain: I know on the older mustang cobras (at least the 96) they used something close to what you are talking about. Anything lower than 3,200 (if I rember correct) 2 intake ports would be closed and after that the valve would open. I could notice them opening when it was very cold out.

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[soap]

Not all of us have 2800 stalls either

And if we are on the street and racing from a stop light (like 90% do) then there will be lag.

---Joe

[captainoblivious]

Honestly I wouldn't mind trading in a little Torque for HP, if done right I think it would be a great compromise. The problem I see is what everyone else is saying, 4v heads like to rev. And our engines aren't revvers, so isn't that just asking for problems?


As for turbos and turbo lag, do a twin turbo setup. 1 small and 1 large turbo. The small turbo will spool up quickly and provide boost until the large turbo spools up and takes over.

[Silver-Bolt]

One very important part that will make the 32v equation work is the Eaton M112. My bet is BABolt is seeing torque and hp #'s previously only seen with a big shot of juice. Forced induction + 32v breathing = tons of tire melting fun.

Add this setup to Ruslows' race rig and I bet he could touch into the 170's mph.

[whitetoast11]

is it even possible to add a turbo to the already blown engine ??

[RTKILLA]

Maybe I'm just simple minded but don't you guys think it would be allot easier to make new cams with a better lift and duration?

It would be allot cheaper.

[Redneck Ferrari]

Just design computer controlled variable intake runners and you can have hp and big tq #'s.

by captainoblivious
our engines aren't revvers, so isn't that just asking for problems?

4v heads will work, but not without some sacrafice. What concerns me is what captainoblivious hit on. A engine with a 6+" rod is not a "high rev" engine. Look at F1 engines - extremely oversquare (short stroke) and rev to 19,000 rpm. What would be the critical load #'s on our 6+" rods @ 8000 rpm or 7500? I wouldn't want to be the "test mule" on this one.
Anyone with connections to SVT got any comments on this? I would sure think they have tried it.

[CornerCarver]

Stock motors at 8000 rpm = BOOM phfft phfft phfft phfft

And I didn't even stay at a Holiday Inn Last night!

[NeedFourSpeed]

VA 01 L -

The Boss 302 is one of my favorite all time cars. One that I will own someday.

Time to start building my short-block.

[J15BIG]

can someone make an educated guess about how much hp and torque will be produced with sals new blower and babolts new 4v heads? with the new heads, will we loose torque? or just not gain it? imo, if our torque stays the same with this combo but our hp goes up, i think its worth it. but if we loose torque, depending on how much, i would have second thoughts.

later
joe

[NeedFourSpeed]

Pretty soon some of us are going to be running around with $15,000.00 motors. I love this country!

[beefcake]

that would be interesting,

dont get me wrong, i love to rev,

if the 4v heads work well, i wouldn't hesitate a bit

like i said, the beast used to shift at 7650 hehe

[Mondo1]

Originally posted by Redneck Ferrari
Just design computer controlled variable intake runners and you can have hp and big tq #'s.

4v heads will work, but not without some sacrafice. What concerns me is what captainoblivious hit on. A engine with a 6+" rod is not a "high rev" engine. Look at F1 engines - extremely oversquare (short stroke) and rev to 19,000 rpm. What would be the critical load #'s on our 6+" rods @ 8000 rpm or 7500? I wouldn't want to be the "test mule" on this one.
Anyone with connections to SVT got any comments on this? I would sure think they have tried it.

EXACTLY!!The 5.4 is not built for highrpm.Destroke it and punch out the bore and then..it still would need more gear and need to lose 500 lbs!!These are trucks..and trucks are heavy..and one last thing .Torque IS power H.P. is just a byproduct of torque thus when you are trying to propell a 4800 lb automatic brick down the road against a 3600 lb sleek sportscar..guess what, I would want the instant advantage of torque.Have you seen a DOHC cobra beat a two valve Z28 or C-5 corvette latley??H.P. may reel in the competition..but its TORQUE that propels!!

[Ruslow]

I am in the gathering and building stages of doing a long rod 5.4.With the 4 valve hds and longer rod you will see a torque gain and hp gain as well.
I was one of the first to build a long rod 302 and it would lite the tires for 20 feet in a 93 bronco and still drive around in 100 heat with the ac on and get 17 on the hiway.
The one down fall with this idea is that the motor will not last as long but how long are some lasting now?
As long as you keep the pin out of the oil ring you will have good oil control and descent life.But you will have the piston slap untill warm but for the gain that I will see it is worth the noise on warm up.
PS I am now flirting with the 170 mark will be at it or should be the 1st event.Stan

[Thor01]

I have done research on this and adding 4V heads will add significant power depending on how well the intake was designed. The Navigator heads are not the same as the Cobra. Nor are the Cams. The navigators cams are designed for low end.

The stock lower end and transmission will not hold up. I have not seen BaBolts design and don't know if he is still intending to use the intercooler. I do know that you will need to up the fuel pressure and need dual injectors or you can say by,by, to YOUR intake valves. The right amount of fuel must be added to keep the valves cool and to do it you need two injectors or a single in with a dual out. Like a "Y." Maybe there is one that can spray enough.

This is a big risk for people who can't afford to build the lower end and trans to take the added stress of hp and torque. Same goes for adding a more efficient supercharger. If you are adding an increase of 20-30% more flow, that is significantly higher then a pulley or two. That is going to put more stress on those rods.

If any of you plan on adding supercharger packages that might be available soon. You better aske for copies of durability data for your lawyer. Ford pockets are much deeper then those on here.
They run their engines through extensive testing on dyno's and for many miles on the tracks. How many of the current performance suppliers have hours on an engine running these new packages?

Will it run in cold weather or will you need to keep flashing your chip to work with the changing weather and octain in some states. Do they have the cash to send their development vehicles to Canada or Arizona to make sure their product works in hot and cold environments?

You can show me hp numbers all day. Show me the durability data that says I won't be replacing an engine 1,000 miles later.

Do the people developing these engine parts have engineering degrees?

Do they know engineering theory on combustible engines?

Those of you that are in a hurry to drop your cash down in the name of H.P. may be adding additional cash to get a new engine.

I will wait to do my own, or on a company that has the resources to design and have hours of durability on their product such as eddlebrock or holley. A $3,000 mod can cost you $10,000.

You can say that about any mode. But you didn't pay $3000 for a chip and pulley. Think about it!! You will have no way of hiding a change like that from a dealer if you lose your engine.