4bangen no more? Reply #15 – February 13, 2008, 12:57:45 PM 1. Obtain Mark VIII 4.6 DOHC2. Install forged pistons and rods, maybe oil pump gears, nothing else, parts cost around 1500 total probably3. Twin turbo4. 600 HP at 15 psi5. ???6. ProfitIf going with a Windsor series and you want 600 HP one day, just forget the 302 based and go with a 351 block. From what I know the 347, although better than early iterations, still uses a tight ring pack and the pin intersects the oil ring, short piston to get any decent rod length, etc. A 331 would still be less risky I think.If you really just want 400 hp, that's already been proven by many with the 2.3, doesn't take a lot of drama to get there, just lots of boost and a good tune. That compared with a 400 HP V8 is certainly a different animal though, but either one will go fast and if the 2.3 pops it's cheap to fix and replace.It would be absurd to put some other (non-bolt-in) engine in there unless you like spending big bucks (or lots of time) just to be different, custom engine mounts and transmission setup. Quote Selected
4bangen no more? Reply #16 – February 13, 2008, 03:25:12 PM Whats the resipey for a 400hp 2.3t? If I kept it, I was planning ported head big valves, gutted and rotated intake, I have a massive FMIC for it, holset turbo with stinger tube header, 3" exaust, and a M.S. programer that does away with the vam. Top it all off with a 100hp wet shot. What would that net me?Quote from: jlewis05;2039191. Obtain Mark VIII 4.6 DOHC2. Install forged pistons and rods, maybe oil pump gears, nothing else, parts cost around 1500 total probably3. Twin turbo4. 600 HP at 15 psi5. ???6. ProfitIf going with a Windsor series and you want 600 HP one day, just forget the 302 based and go with a 351 block. From what I know the 347, although better than early iterations, still uses a tight ring pack and the pin intersects the oil ring, short piston to get any decent rod length, etc. A 331 would still be less risky I think.If you really just want 400 hp, that's already been proven by many with the 2.3, doesn't take a lot of drama to get there, just lots of boost and a good tune. That compared with a 400 HP V8 is certainly a different animal though, but either one will go fast and if the 2.3 pops it's cheap to fix and replace.It would be absurd to put some other (non-bolt-in) engine in there unless you like spending big bucks (or lots of time) just to be different, custom engine mounts and transmission setup. Quote Selected
4bangen no more? Reply #17 – February 13, 2008, 03:26:18 PM Quote from: jlewis05;2039195. ???6. ProfitOh and by the way.....lol:D Quote Selected
4bangen no more? Reply #18 – February 13, 2008, 03:29:23 PM Quote from: jlewis05;203919From what I know the 347, although better than early iterations, still uses a tight ring pack and the pin intersects the oil ring, short piston to get any decent rod length, etc. A 331 would still be less risky I think.The 331 is only risky if the engine assembler screws up. The rings issues are moot. Quote Selected
4bangen no more? Reply #19 – February 13, 2008, 03:54:12 PM I suppose it depends on the RPM you plan on turning, I like a lot :D. You know where to look for the 2.3 recipes, on Turboford, porting and big valves with the right turbo should be the main ingredients. Wes Kiser turned numbers around that with what seemed to be a fairly straightforward setup, of course he's an engineer by trade I think :D. Quote Selected
4bangen no more? Reply #20 – February 13, 2008, 04:41:56 PM i'm more of a 2.3t so you know how i voted. like said before keep it 2.3t if you want the v8 power buy a car that came with one. it is your car so do what you want. also if you smoked your clutch way not just install a new one Quote Selected
4bangen no more? Reply #21 – February 14, 2008, 12:31:19 PM What kind of proformance clutches are there for the 2.3? Quote Selected
4bangen no more? Reply #22 – February 14, 2008, 03:18:01 PM Hehe, there's anything you want. You can get a puck clutch that will grab like there's no tomorrow but it'll be harder to drive, clutchnet.com, the more pucks the smoother it will be and the less power handling, less pucks means more power handling, grabbier engagement. A six puck would probably be driveable with an iron flywheel but not with aluminum, I have one with aluminum and it's a pain to take off but I'm cool with that. For something that drives completely like stock clutchnet and spec make composite friction materials for discs. A stock PP would probably be fine for you if you run an aggressive disc. Quote Selected
4bangen no more? Reply #23 – February 14, 2008, 03:41:06 PM QuoteFrom what I know the 347, although better than early iterations, still uses a tight ring pack and the pin intersects the oil ring, short piston to get any decent rod length, etc. A 331 would still be less risky I think.The CHP 347 kit does not have the oil rings in wrist pin if that is a concern.....http://www.foxtbirdcougarforums.com/showthread.php?t=8479&highlight=331+347 Quote Selected
4bangen no more? Reply #24 – February 14, 2008, 03:53:05 PM Yeah, I thought someone finally made the stack short and high enough to stay out of the wrist pin, guess that's it. Quote Selected
4bangen no more? Reply #25 – February 14, 2008, 03:55:08 PM It uses the 331 piston.....1.175" CH as opposed to 1.09". Quote Selected
4bangen no more? Reply #26 – February 14, 2008, 06:03:05 PM Desition made! 2.3l stays. Well actualy its coming out, but a fully built 2.3 is going back in! he he he Quote Selected
4bangen no more? Reply #27 – February 14, 2008, 06:08:48 PM Quote from: jlewis05;2039194. 600 HP at 15 psi5. ???6. ProfitHey whats phase 5?"I duno, phase 6 is profit!"LMFAO Quote Selected
4bangen no more? Reply #28 – February 14, 2008, 06:19:26 PM Step 1 : Collect Underpants! Quote Selected
4bangen no more? Reply #29 – February 15, 2008, 11:20:37 AM Quote from: 4bangen;204249Desition made! 2.3l stays. Well actualy its coming out, but a fully built 2.3 is going back in! he he heWoot woot, a victory in the 2.3 vs 5.0 battle! Quote Selected
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Topic: 4bangen no more? (Read 4064 times)
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