forged teksid

HawkMech wrote:Glad to hear that it's running man. I gotta see what that thing does after you get done puttin it all together. Talked to you so much about it now, I just wanna see it.

Well its not because i am not trying to get it done.

so nothing accomplished this weekend

well. i drove it tonight. base tune nothing snappy.
it is tuned pig rich and 2 degrees pulled mid and top end on a 91 octane tune. just a shake down run. a tranny cooler hose that was in bad shape already broke. 15.00 will fix that and a little fluid.

first impressions are:
1. the turbo quiets the open exhaust WOT a bunch, i can hear it over the exhaust.
2. turbo lag is minimal.

3.GOD ALMIGHTY THIS HAS POWER


I mean really, you have to be freakin kidding me. this must be what its like driving a termi. i only let it rev to 6500 once, and its enough till i get used to it.

god almighty i am suprised.

Glad to hear you got it running man. Something tells me that whatever you're feeling is more than what it's like to drive a Terminator.

i was not prepared for that. at 6psi. at 14 15 16 20 i will not be going there im sure....at least for a few years.

but like you io can alwats add boost when i get tired of the current power level.

the tune is a 14 psi tune. that will have to wait for the dyno to run it there.

ill let you drive it when its ready. you can tell me better then i can judge.

Don't worry, you'll get used to the power. We all do, and that's why we constantly spend more money, trying to make more power.

That's a deal. I'll take it for a quick spin. Haven't actually driven a real turbo car before. Should be fun.

i do need a better gauge. i was not able to see it the whole run. it may have tipped higher.

you didnt happen to notice this month's MM&FF 2300hp 4.6 did you?

you will note if you compare my home port to the pictures that they are similar. of course he has the best. but the touches i did were inspiried by a bit of instruction from him and others.

Nope didn't see the article yet. Sounds like it'd be fun to drive though.

well nick you were right. i didnt realize how little turbo boost it took to make power.

i did some calculations and 4.5 lbs(55 lb-min) is all it takes to make 400 crank hp. a

fter a little fooling around with it i am using all of my injector.


so i am going to pump it to 60psi until i get 60lb injectors.

i did some research into garrett turbo's and discovered that the large frame(MINE) turbos all use the same central housing for the. that means i can just buy the compressor housing for whatever flow i want and bolt the compressor wheel, thrust bearing, housing and backing plate to my existing turbo. even a good used turbo from ebay will suffice. 260.00 will buy the components used.

so for about 500-600 dollars a large frame can be converted to any level.

I was admiring your work a week or so ago in the Ryan's parking lot. Awesome build-up, I didn't get to talk to you so it was cool to find this thread and read about what you've done. Great job and thanks for documenting it, you got skills!!!

thanks dude. your car is cool.

Thanks, it's nothing like what you have engineered. I'm very impressed. I look forward to see it again and hear all about it.

hey, I was wondering since I don't know much about Mod motors, maybe you know, can you put 4 cam heads on a 2 cam 4.6?

tarafied1 wrote:hey, I was wondering since I don't know much about Mod motors, maybe you know, can you put 4 cam heads on a 2 cam 4.6?

Yes

if you use these or c headson a 4.6 2v block you get 8.5:1 compression ratio. you need 7 cc dish pistons for 4v 10:1.

I've got a buddy with a 4.6 from a 97 Lincoln. He isn't going to use it in his 65 because he doen't want to mess with the computer stuff. He has the engine, trans and computer. Would it be worth $700? I'm going to build another old Mustang for my wife and I thought a more modern drivetrain would be cool but this is just a two valve SOHC engine. I'd want to upgrade to three valve or four cam heads if I buy it.
Thanks

700 isnt bad if the tranny is good. upgrading to 3v requires specific pistons.

4v be heads is very cheap, but for DD c heads(99-05) are far better for drivability.

if you go 3v you get better torque than 4v. and most of the hp. if you port 3v they are just as good, with 415rwhp being king right now.

3v has better port dynamics. it has a straight shot to the chamber much like nascar but even better. the runners themselves have defects, but dynamics make up for it. if you go 3v pm me and ill point you towars simple porting that livens them up.

b heads flow 340 ported with 69 boss 302 drivability issues.
c heads the same with excellent drivability
3v heads 300 cfm with great drivability and a bazillion aftermarket parts. for the same power 3v is cheaper by a small margin over 'c' heads.

stock 2v cranks can handle in excess of 600rwhp.
93-98 4v rods 530 rwhp safely.
later pistons (93+4v, 96+2v)can handle 550rwhp is detonation is 100 percent controlled. 02-04 2v have real issues with FI blowing pistons. they have slightly higher CR.

billfisher wrote:stock 2v cranks can handle in excess of 600rwhp.
93-98 4v rods 530 rwhp safely.
later pistons (93+4v, 96+2v)can handle 550rwhp is detonation is 100 percent controlled. 02-04 2v have real issues with FI blowing pistons. they have slightly higher CR.

All of the rods except for the 03-04 cobra have powdered metal rods that are rated at 450hp no matter what 4.6l car they came in. None of the pistons are going to stand up to FI for up to 550hp. They all have the same ring land heights. The only difference between the pistons in the different 4.6 engines is the dish.

well talk to hotmustang in stangnet and argue with him
his 4.6 2v TT is making 550rwhp and doing well.

tin barth tuned it call him. it can be done although i wouldnt