Not sure TBH.

I do know the 3.4 is Direct drive, the 2.3 uses the 3 5/16" snout. This is for the Lightning. So it's either longer or it sits further forward.

The 2.3 on a 3v sits about 7/8 further forward compared to the 2v.

 

They all look like 2.3's to me Crash'er. Well the ones bolted to fords. The first pic is defo 2.3.

Like I said: 3.4 for the lightning is direct drive.

The orange one is for a Mustang.

 

Link to a 3.4 vs 2.8KB.

LINKY

 

Direct drive Crash. No snout. No Coupler. It's driven 'Direct'

And wodda ya mean 'An Idea of what it could look like'?

Just looks like a bunch of random pics you found?

 

so this adp. plate bolts to the ford factory SC mid plate?
but dose it bolt up to the whipple mid plate form the 2.3
lighting kit???

 

Direct drive Crash'er.

IE: No snout or coupler or 5 lobe timing hub. Ah hmmm ahhh mm.

'3.4 in all its glory' that's ok thou. You edited it.

I can tell you now: That 3.4 discharge plate won't fit on a 3v turkey pan. But If you managed then a wall of other problems would be encountered.

And there's not a chance that whipple would even consider the idea either.

You would be very disappointed when a 2.3 smoke's it anyways.

Colour wise. Well my blower is a nice shade of 'Back country trail' after a few elk hunts and a few cords of fire wood.

 

Yea i would stick with the 2.3 I've seen plenty of cobras make over 700 rwhp on the 2.3 Whipple it's available bno reason to try and reinvent the wheel trust me on this,

 

whats the biggest throttle body you can bolt to the 2.3 150 kit...??
inlet restriction is a concern of mine with this kit.. sapose a blower port
job might be in order..

 

Crash, an oval throttle body will not bolt to the F-150 2.3 Whipple. The only way to make that happen is to follow what RossFX4 did and get the back inlet off a Lightning Whipple and install it on the f150 blower. Or as Ross did take it a step further and cut both back intakes in half and weld them together for the best flow possible. Use of the oval throttle body also leads to fuel rail modification as the pressure sensor bung has to be moved.

Flux, the Whipple comes stock with a 75mm round opening to accept the stock throttle body. It will in no way ever accomedate an oval without the mods Ross did. It will accomedate and 80mm BBK, an 84.5mm from AccuFab, and a 90mm from Ford Motorsports. Use of any of these requires porting to match which is easy to do but a little time consuming. I used a flap sander. The 80mm will bolt on and maintain use of the o-ring style gasket. When porting for 84.5 you lose the o-ring gasket boss which is no big deal, you just make a paper gasket. The 84.5 requires tuning to even start the truck. The 90mm requires further porting of course, a paper gasket, and has to be nounted side ways to fit. Again no big deal but you will have to drill and tap 4 new mounting holes for it to work. The 90mm required no tuning for my truck.

Also i measured 1 inch of vacuum in the inlet tube (3.5") at 11psi of boost. So with either the 84.5 or 90mm throttle bodies you will want to take advantage of there 4" openings and use a 4" inlet tube. The Whipple 95mm Maf housing is alreay set up to use a 4" tube. I of course built my own CAI.

 

Yeah. Follow Jason's lead for the Big round TB. (Anf he knows what he's talking about)

I had to cut & weld the inlets together as the By-Pass boss wouldn't line up. Then I had to install the heated PCV boss and remove the IAC & EGR stuff from the inlet. ALLOT OF WORK!

I figure the 4.6 3v Mustan inlet would bolt straight on. This would allow the use of a 3v mustang FBW TB, some machine work would be required to fit a mono blade. Alternatively a GT500 or V10 Triton TB could be used.

Crash'er, The 2.3 takes what ever TB the inlet is specific for. The 2.3 will take numerous different inlets. The 3.4 for the Lightning uses the same Inlet as the 2.3 kit but has an adaptor reducer. Hence the 3.4 is a little pointless without a Monster inlet.

Oh and that 3.4 you posted looks like a 2.9 lol.

 

Thanks Ross. I do my best. As for the picture... That is the 3.4 Whipple set up for the 2007-2014 Shelby GT500. Also seen in the picture is the mono-blade oval throttle body that comes with it. That throttle body flows 1900cfm. The 2.9 with that throttle body pushes the GT500 to over 1000hp.

 

i was wondering about the 4.6 mustang 3 valve inlet and fitment..
mmmmm, this may be my solution.. what kind of machine work would be needed for the mono blade???

 

RossFX4 did this and posted the details here. https://www.f150online.com/forums/su...-3v-build.html

Just bear in mind the expense and time involved in this. Ross did an outstanding job and he was able to do most all if it himself. Only you can judge if it's worth it for you to do. Personally I love how Ross's turned out. Pure eye candy and it will f'n flow.

A little math can go a long way. Rule of thumb is that 1.5 cfms of air are needed to produce 1hp. The 90mm Ford throttle body I have is rated to flow 1132 cfm 28 inches of water or 28 SCFM. 1132cfm = 754hp. Obviously it can flow more with an increase in vacuum but that equals more work for the blower. Now take your 5.4 3v. Let's say it's built and you plan to turn 6400rpm's max and you have a volumetric efficiency of 185%. That motor will need 1133.98 cfm's. Of course the easier it is for the blower to get air the more boost it will make and the more efficient it will be.
Here's a calculator you can use to play with some numbers. http://www.4secondsflat.com/Carb_CFM_Calculator.html

Here's the article that inspired me to do some testing and make the changes I did. http://www.musclemustangfastfords.co..._air_apparent/

 

I was incorrect in calling that a 2.9. It is in fact the 3.4 set up for the 2007-2014 GT500. And it's sporting the 1900cfm throttle body just as the 2.9 does. I have corrected my post above.

 

Yeah that was my original TB plan. But too much work ontop of too much work to fit.

So I sold it and bought the Mono blade for the 3v. Still good for 1750cfm.