|
| |
|
| |
Buy with confidence!
If for any reason
you're not
completely satisfied
with an item, simply
return it within 7
days and the
purchase price will
be refunded.
|
|
|
|
| |
|
| |
We ship world wide.
All international
orders must be paid
online. Checks or
money orders drawn
on non-US banks will
not be accepted.
|
|
|
|
|
|
4.6L / 5.4L Engine Build Ups
|
|
|
This first buildup was actually an extension of the very first modular motor I ran on the engine dyno.
The basis for this 407-hp mod motor started out as a high-mileage ’98 2-valve 4.6L. While the early
(1996-’98) GT motors don’t rank high on the desirability scale, it was perfect for our needs. The
early non-PI motors were rated at 215 to 225 hp depending on the year, but it was the short block
that makes these early motors so desirable, especially when upgrading to late-model PI cylinder
heads. The combination of the early non-PI short block and late-model PI heads has a positive
effect on the static compression, upping it by over a full point, from 9.2 to 10.6:1. The late-model PI
heads offer improved airflow over the early heads, but the increased compression ratio from the
head change can be worth an extra 6 to 8 percent in power. That equates to 18 to 20 hp
depending on the original power rating. Bolting on the PI components offers not only improved
head flow and compression, but also improved intake flow, as well as a change in effective
operating range, thanks to the mandatory use of the PI intake. Now toss in a set of CNC-ported
heads and wilder cams and you have the makings of a serious power upgrade.
|
|
|
 |
|
|
|
The 1998 short block was a
high-mileage unit, but performed
perfectly. When performing the head
swap, I upgraded the head gaskets to
Fel-Pros and added a set of ARP head
studs.
|
|
|
|
While our non-PI short block offered the promise of additional compression, we wanted to maximize
the airflow as well. Ultimately, power is based on airflow, so anything we can do to improve the
airflow through the motor will usually result in more power. To cure the airflow bottleneck in the
factory non-PI heads, we contacted the airflow experts at Total Engine Airflow (TEA). Known in
racing circles for their impressive CNC porting programs, we decided to try a set of their
CNC-ported PI heads on our early 4.6L. The early and late-model 4.6L heads differ primarily in the
size of their combustion chamber. The early heads featured a much larger chamber that was
designed to work with a near-flat-top piston. The later PI heads featured much smaller combustion
chambers (roughly 7 to 8 cc) to work with a dished piston, thus installing the PI heads on a non-PI
short block will result in a significant increase in compression ratio.
|
|
|
 |
|
|
|
The Stage 2 CNC-ported PI heads
from Total Engine Airflow were
installed on the awaiting 1998 short
block.
|
|
|
|
|
|
While the gain in compression was certainly welcomed, the real power came from the precision CNC
porting performed by Total Engine Airflow. The computer-controlled porting upped the flow figures
by as much as 50 cfm on the intake side. The TEA-ported heads flowed nearly 230 cfm on the
intake and over 200 cfm on the exhaust. Improving the airflow on a factory cylinder head at .500 or
.600 inches of lift is easy, but combining those high-lift gains with low- and mid-lift improvements is
the sign of a well-designed CNC program. The TEA-ported PI heads showed airflow improvements
across the lift range, from .050 through .550 lift (the maximum the valves will see with the available
cams).
|
|
|
 |
|
|
|
Run on the engine dyno, the modified
1998 4.6L 2-valve motor pumped out
407 hp and 394 ft-lbs of torque.
|
|
|
|
|
|
The motor was further upgraded with a set of Comp XE274H Xtreme Energy cams and PI intake
manifold. Though these cams were originally designed for a non-PI motor, they worked well on this
PI-headed combination. The XE274H cams offered 236 degrees of intake duration and 240
degrees of exhaust duration. The dual-pattern (more intake duration than exhaust) helped offset a
poor intake-to-exhaust flow relationship in the cylinder heads. Unfortunately, this flow imbalance
was a negative attribute shared by both of the mod motors and previous 5.0L heads. The XE274H
cams offered .500 inches of lift (intake and exhaust) on an idle-friendly 114-degree lobe separation
angle. Knowing we planned on revving the motor past 6,000 rpm, we elected to install the Comp
Cams valvespring upgrade. The right springs are critical for proper valve control and to eliminate
coil bind. The spring upgrade ensured that our mod motor could rev safely to take full advantage of
the extra power offered by the more aggressive Xtreme Energy profiles.
|
|
|
 |
|
|
|
Part of the buildup
included a set of
Comp XE274H cams.
|
|
|
|
|
|
The PI intake was topped off with an Accufab 75-mm throttle body and matching plenum, while the
exhaust chores were handled by a set of Hooker Super Comp headers feeding 3-inch collector
extensions. The motor was equipped with an electric water pump and run with a F.A.S.T.
management system set to 26 degrees of total timing and 13.0:1 air/fuel ratio. So equipped, the
4.6L 2-valve motor produced peak power readings of 407 hp and 394 ft-lbs of torque. The
additional compression ratio provided an exceptional torque curve, allowing the 4.6L to exceed 375
ft-lbs from 4,100 rpm to 5,500 rpm and 350 ft-lbs of torque from 3,350 rpm to 6,100 rpm. In fact, the
4.6L never produced less than 320 ft-lbs of torque from 3,000 to 6,200 rpm. Testing has shown
that the factory PI intake was holding the motor back from reaching as much as 450 hp. We tried a
Reichard Racing intake on this combination, but it was worth only 10 extra horsepower, and it
sacrificed power to the PI manifold all the way up to 6,000 rpm. This test motor needed a custom
intake designed to optimize power up to 6,200 rpm, similar to the one used in the next test on the
stroker motor.
|
|
|
Test 1: 407-hp PI 2-Valve GT
|
|
|
|
Block
|
Stock 1998 2V Iron
|
Crank
|
Stock 1998 2V
|
Rods
|
Stock 1998 2V
|
Pistons
|
Stock 1998 2V
|
Compression
|
10.48 to 1
|
Cylinder Heads
|
TEA Stage 2 CNC-Ported PI
|
Cams
|
Comp XE274H (non-PI)
|
Intake Manifold
|
Stock PI
|
Throttle Body
|
Accufab 75 mm
|
Intake Elbow
|
Accufab 75 mm
|
Injectors
|
Stock 1998 19 lbs.
|
Management
|
F.A.S.T.
|
Headers
|
Hooker Super Comp 15⁄8 inch
|
Exhaust
|
3 x 18-inch Collector Extension (No Mufflers)
|
Fuel
|
91-Octane Pump Gas
|
|
|
|
|
Dyno Results
|
|
|
|
 |
|
|
|
Peak Power:
407 hp @ 6,000 rpm
Peak Torque:
394 ft-lbs @ 4,800 rpm
|
|
|
|
|
|
Previous
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
This has been a sample page from
|
|
|
|
|
 |
|
Building 4.6/5.4L Ford
Horsepower on the Dyno
by Richard Holdener
|
|
|
|
|
|
The 4.6- and 5.4-liter modular Ford engines are finally
catching up with the legendary 5.0L in terms of aftermarket
support and performance parts availability. Having a lot of
parts to choose from is great for the enthusiast, but it can
also make it harder to figure out what parts and modifications
will work best. Building 4.6/5.4L Ford Horsepower on the
Dyno takes the guesswork out of modification and parts
selection by showing you the types of horsepower and torque
gains expected by each modification.
Author Richard Holdener uses over 340 photos and 185
back-to-back dyno graphs to show you which parts increase
horsepower and torque, and which parts don’t deliver on
their promises. Unlike sources that only give you peak
numbers and gains, Building 4.6/5.4L Ford Horsepower on
the Dyno includes complete before-and-after dyno graphs,
so you can see where in the RPM range these parts make
(or lose) the most horsepower and torque. Holdener covers
upgrades for 2-, 3-, and 4-valve modular engines, with
chapters on throttle bodies and inlet elbows, intake
manifolds, cylinder heads, camshafts, nitrous oxide,
supercharging, turbocharging, headers, exhaust systems,
and complete engine buildups.
|
|
|
Click below to view sample pages
|
|
|
|
Chap. 1 - Throttle Bodies
Chap. 2 - Intake Manifold
Chap. 3 - Cylinder Heads
Chap. 4 - Camshafts
Chap. 5 - Nitrous Oxide
Chap. 6 - SOHC Supercharging
Chap. 7 - DOHC Supercharging
Chap. 8 - Turbocharging
Chap. 9 - Engine Headers
Chap. 10 - 4.6 Engine Buildups
|
|
|
|
|
8-1/2 x 11"
Sftbd.
208 pgs.
340+ b/w photos
Item # SA115
Price: $22.95
|
|
|
This is a great book and a
must have for anyone
considering modifying a 4.6 or
5.4 Ford for more power!
|
|
|
Click here to buy now!
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| |
Other items you might be interested in
|
|
|
|
|
|
How To Build Max Performance 4.6 Liter Ford Engines
With Mustang buy-in prices dropping and aftermarket support booming,
there has never been a better time take your 4.6-liter’s performance to
the next level. In How To Build Max-Performance 4.6-Liter Ford
Engines, renowned engine builder and tuner Sean Hyland gives you a
comprehensive guide to building and modifying Ford’s 2- and 4-valve
4.6/5.4-liter engines.
|
|
|
 |
|
|
|
|
|
Price:
$22.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
High-Performance Mustang Builder's Guide 1994-2004
The availability of high- performance parts for the 1994-04 Mustang is
unparalleled. You can build your Mustang for drag racing, road racing,
or improved street performance – and the High-Performance Mustang
Builder’s Guide will show you how! Author Sean Hyland uses over 300
photos to explain how to upgrade your Mustang’s engine, suspension,
chassis, transmission, rear end, brakes, and body.
|
|
|
 |
|
|
Price:
$22.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Shipping is combined and discounted for multiple item purchases!
Buy more and save on shipping!
We ship Worldwide! See International Shipping for more information!
|
|
|
Search Our Store for More Great Ford, Lincoln & Mercury Items!
|
|
|
FAST AND EFFICIENT SERVICE
We believe customer service and online retail can coexist. Our policy is to treat customers the way
we would like to be to treated. We strive to describe all items correctly. You have many options
online, but we believe our service is the best. We work around the clock to fill orders and ship items
within one business day. It is our goal to serve the customer before, during and after the checkout
process. Why gamble with your money and purchase from other sellers? We look forward to doing
business with you now and in the future.
|
|
|
FAST SHIPPING
Items usually ship within one business day of receipt of payment! We keep large quantities on hand
and have a state of the art inventory management system to ensure your items are in stock and
ready to ship.
|
|
|
YES, WE HAVE A RETURN POLICY
Satisfaction is guaranteed. Our store has a NO HASSLE RETURN POLICY within 7 days of
purchase. Your exchange will be processed upon receipt. If you are not satisfied with your
purchase, our knowledgeable team will do their best to make sure you get what you are looking for.
|
|
|
QUALITY AND AFFORDABILITY
Why pay retail when you can save money and benefit from our purchasing power? We stock large
quantities to get you the best prices and assure the item you order will be in stock and ready to
ship. We have a COMBINED SHIPPING incentive whereby each additional item adds $1.95 to the
s/h. The more you buy, the more you can save!
|
|
|
SHIPPING
Standard shipping is a flat rate of $4.95 to anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an additional $3.00, or $7.95 shipping. Shipping is combined
and discounted for multiple items purchases as follows: first item regular price shipping, add $1.95
for each additional item.
INTERNATIONAL SHIPPING
We ship to Canada and Mexico with Priority Mail International for $10.95, and to most locations in
Europe, Australia, Asia, Japan and South America for $14.95. Shipping is combined and discounted
for multiple items purchases as follows: first item regular price shipping, add $1.95 for each
additional item. All international orders must be ordered and paid online, as we can no longer
accept checks or money orders drawn on non-US banks.
|
|
|
PAYMENT & SALES TAX
We accept Paypal, Visa, Mastercard, Checks and Money orders. Paypal is the preferred form of
payment. Our online shopping cart system is powered by PayPal, the most secure way to send
payment online. Iowa residents must add 7% sales tax.
|
|
|
If you have any questions or comments please feel free to contact us. We look forward to serving
you and fulfilling your needs.
|
|
|
Thanks for your business!
|
|
|
MRE
PO Box 47
Grinnell, IA 50112
|
|
|
|
|
|
|
|
