Not anytime soon. Undecided on whether or not I'd just go ahead and convert it to some old 60's BB ( read...whatever I could get my hands on). 428CJ; 427 (any riser), or .
I know that. But a 428CJ is gonna give me 450 ft lbs of torque back to justify its bulk.And you think a 4.6 is heavy? It is a lightweight compared to a FE
Or you put a screw blower on the 4.6 and have 450 lb/ft without the weight penalty and gas consumption issues. Although the FE is a bad ass looking engine and if your going for wow factor, that is the way to go.
I say go with a squirrel motor in a v-shaped configuration. Light weight, eco-friendly, and great MPGs. I'm thinking V-12. Try to stick with similarly sized squirrels. They're easier to synchronize.
Where do I get one of those?
OK Mr. smarty pants, How do you propose I connect 6 pairs of squirrel cage twins to my current drive train? and what would I use as an accelerator linkage to get the squirrels to run faster?Pet store!
Man... you gotta expalin everything to this guy.
OK Mr. smarty pants, How do you propose I connect 6 pairs of squirrel cage twins to my current drive train? and what would I use as an accelerator linkage to get the squirrels to run faster?
Well let's see... first you'll need to fab up a custom linkage to combine the power of all 6 squirrels into a common output shaft. The linkage will have to be able to free wheel when not providing torque. This is just in case you happen to blow a squirrel... you'll still be down a squirrel but it won't bog the other squirrels down.
The throttle linkage is easy. All you need is a small trap door and tiny muffin fan. The door will raise as push the gas pedal down, revealing more of the squirrel food that is contained within. The tiny fans are variable speed and help to waft the smell of squirrel food to the squirrels (the fans are not required but it's similar to a CAI).
Finally... when you need jump into traffic or find yourself facing that ass-wipe at the stop light with pants hanging down around his ankles and his hat on backwards, and little switch activated cattle prod affixed to the rear of their tiny cages. That honduh won't know what hit it.
Oh sure, as long as all of that fab stuff is left to me then "potentially speaking" it's all do able ( on paper).
While it sounds really cool, if I cant buy a kit like that, I'm not even gonna consider it. The last time I tried to go around convetional wisdom, I ended up w/ a dented sink, a 7.5" hole melted in the middle of a solid sheet vinyl sterilized floor, and had to rush one of my friends to the ER to have 27 chunklets of hyper-frozen, fragmented differential cast iron removed from his body.
No, but he kinda looks like the Korean guy w/ the diamond face on that James Bond filmQuestion about that by the way. Does your friend now cause the alarm to sound when he goes through and airport terminal?
I agree Gearbanger 101...our engines are underpowered but they can handle a heck of a lot more than an OHV. And the 2V engines run smoother. Our cranks (even the stock ones) are very hard to break as are the 86 lb aluminum blocks. However this I attribute to the design of the block. Our blocks are 4 bolt mains with 2 cross bolts vs the 2 bolt main OHV engines. And our blocks are solid all the way through vs the OHV blocks with the cam going through the middle...that compromises the block's integrity. But I gotta say, the power of a 351W is nothing short of exhilarating and insanely addictive!!I liked my 2V 4.6L just fine. Ran smooth as glass and with the blower on there it made more than enough power to put many an OHV 5.0L on the trailer. Got 26mpg and super clean emmisions too.
Nothing wrong with that engine. Never puked a head gasket, wore out a water pump, had a leaking intake gasket, or split a block like many of the 5.0L guys regularily do ehen the start putting the power to their engine.
Each engine has it's high and low points fellas.
No, but he kinda looks like the Korean guy w/ the diamond face on that James Bond film
( Only w/o the diamonds of course)
(And he's a white guy)
(Nothing against Koreans or anything)
I liked my 2V 4.6L just fine. Ran smooth as glass and with the blower on there it made more than enough power to put many an OHV 5.0L on the trailer. Got 26mpg and super clean emmisions too.
Nothing wrong with that engine. Never puked a head gasket, wore out a water pump, had a leaking intake gasket, or split a block like many of the 5.0L guys regularily do ehen the start putting the power to their engine.
Each engine has it's high and low points fellas.
Hey I'm not offended.How fast did that Cougar run at the track? How much money/work did you have in that engine?
I'm sorry, I'd take a squirrel motor over a 4.6, haha.
(No offense Mike, I still think you do great work!)
Hey I'm not offended.
I'm the one that owns the engine that starts a thread about it'spotential, percieved ,uhhhh,...shortcomings.
But it is what it is. If I was building the car to set the world on fire, it'd have a different engine in it. For the purpose it's serving presently, I like it just fine. If the new heads add a feel-able difference to the previous version,.....then all the better.
For the record: The thread was really only about the aircraft hangar Ford put under the intake manifold.
Haha, I know, but this is Talk, and in Talk we never stay on subject.
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