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Poll

What should I do?

Total Members Voted: 51

Topic: As God is my witness I know not what to do... (Read 8909 times) previous topic - next topic

As God is my witness I know not what to do...

Reply #45 –
Well Mercoug, you seemed to not speculate that it was impossible for him to find a 351 roller.  But if you had read the thread (wich I guess you did) he has one possibly.
One 88

As God is my witness I know not what to do...

Reply #46 –
I gotta support Tom on this one as I just did the same basic setup on my own 5.0.  The Trick Flow heads are just about the only 2.02/1.6 valve sized heads that will work with flat tops AND allow you to use a somewhat aggresive cam.  The valvetrain issues of old that were associated with the Trick Flows have been addressed and with proper sized pushrods and valve geometry you won't have a problem.  I went with this setup:  http://store.summitracing.com/default.asp?target=partdetail.asp&part=TFS%2DK514%2D350%2D370&N=400098+1011&autoview=sku

I'm very satisfied, especially with the pull it has up top in the RPM range.  Also my fully assembled heads both together in their box weighed almost the same as ONE of the iron E7's I gave away.
-- 05 Mustang GT-Whipplecharged !!
--87 5.0 Trick Flow Heads & Intake - Custom Cam - Many other goodies...3100Lbs...Low12's!

As God is my witness I know not what to do...

Reply #47 –
Well, after driving the car today the decision was pretty much made for me. There is simply no substitute for good ol' American torque. Even with the SO 5.0 I was quite pleasantly surprised with the strength of the launches. Hit the throttle and BAM! You're moving. Granted, the SO quickly runs out of breath, but for that first 100 feet or so it's exhiliarating.

The 5.0 is gonna get the nod. The 351 may have more potential down the road, but the key words are "down the road", as I don't even have the engine yet. The 2.3 is a decent performer, but having driven a vehicle with similar specs for the past two months (my Volvo has a 2.4-liter, intercooled, turbocharged inline 5 cylinder delivering 190 horses and 243lb-ft torque from 2700-5100 RPM and likely weighs about as much as the Chicken) I can say it's no comparison to a good ol' American V8 (sorry Chuck).

As I said, the 2.3T will find a home, but the T-Bird will have eight cylinders under the hood, as God intended. Who knows - I may even try to find an 87-88 XR7 and build a turbo XR7, just like Ford should have :D I might even get really crazy and install the PRC suspension, ABS, etc, into the Cougar - you know, build it like it would have been built if Ford would have done it themselves. But of course I'm getting ahead of myself. One project at a time...

...now I've just gotta start gathering engine parts...
2015 Mustang GT Premium - 5.0, 6-speed, Guard Green - too much awesome for one car

1988 5.0 Thunderbird :birdsmily: SOLD SEPT 11 2010: TC front clip/hood ♣ Body & paint completed Oct 2007 ♣ 3.55 TC rear end and front brakes ♣ TC interior ♣ CHE rear control arms (adjustable lowers) ♣ 2001 Bullitt springs ♣ Energy suspension poly busings ♣ Kenne Brown subframe connectors ♣ CWE engine mounts ♣ Thundercat sequential turn signals ♣ Explorer overhead console (temp/compass display) ♣ 2.25" off-road dual exhaust ♣ T-5 transmission swap completed Jan 2009 ♣

As God is my witness I know not what to do...

Reply #48 –
Quote from: Thunder Chicken
As I said, the 2.3T will find a home...

...in my garage.


For $20.

As God is my witness I know not what to do...

Reply #49 –
I voted for a 5.0 HO and T5. Your car already has a 5.0 so why not just modify that. I've always felt that if it came with a 5.0 or 2.3T that each respective engine should just be left in the car and modified. Now if you have a 3.8 you can do what ever you want:hick: . You would probably be very happy with a 5.0 with TFS Twisted Wedge heads and a mild cam.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

As God is my witness I know not what to do...

Reply #50 –
 paul, that kit sure looks tasty. I may have to look into that alittle bit more.
Quote from: jcassity
I honestly dont think you could exceed the cost of a new car buy installing new *stock* parts everywhere in your coug our tbird. Its just plain impossible. You could revamp the entire drivetrain/engine/suspenstion and still come out ahead.
Hooligans! 
1988 Crown Vic wagon. 120K California car. Wifes grocery getter. (junked)
1987 Ford Thunderbird LX. 5.0. s.o., sn-95 t-5 and an f-150 clutch. Driven daily and going strong.
1986 cougar.
lilsammywasapunkrocker@yahoo.com

As God is my witness I know not what to do...

Reply #51 –
Quote from: CougarSE
I do respect your knowledge and experiance but I must argue your point. How could a rebuilt 351 be less reliable. Even with a brand new carb out of the box it will start easy and run like a champ. But if he goes EFI like he should ( ;) ) I could see the 351 being more reliable than say the stroker motors that others have recomended. I know you have read the horror stories about the 347 and the wrist pin being too high into the ring lands.

Just expeirence,  I've seen lots more problems with built 351's than I have with the 302's.  As far as the 347 I wouldn't recommend that.  I'm not particularly fond of stroker motors, granted if done right can be really powerful just like a 351,  I have yet to build a 351 the ones I have seen have had major issues after a performance build I dont know who did the build nor do I know if they did them right.  Maybe my comment was hastey or not thought through.  But my personal opinion is go with the 5.0 HO.:D

As God is my witness I know not what to do...

Reply #52 –
I voted for 5.0 T5.  Keep the 2.3 sitting around for when you get into another rich spell and can afford a Factory Five Racer to put it into.

As God is my witness I know not what to do...

Reply #53 –
i love the 351w in my 66 omg 2 1/2 inch exhast flows super 40's mild cma, intkae, carb, blanced blueprinted. she soudns so ****ING beautiful, but shes only gonna be liek that for a little longer, once i get it, 408w stroker, paxton novi 2000, demon 850cfm carb, new wilder luinati cam, afr heads, im hopeing that thast all im gonna need for motor, that alone SHOULD HAUL ASS seeing as the 351w does 90 quite easy in 3rd.
RIP 1988 and 1990 Lincoln Mark VII LSC
I welcomed the dark side and currently am driving a 2000 Dodge Durango SLT plus, with a 5.9, Code named project "Night Runner"
Shes black on black, fully loaded, with headers, 180 tstat, e fan, straight exhaust into a cherry bomb vortex ler, full tune up, ported intake and T/B, MSD coil, and round aircleaner.
Mods to come: Fully rebuilt and heavily modded 46RE, and a richmond rachet locker.
my $300 beater ;)
R.I.P Kayleigh Raposa 12/18/90 - 2/24/07

As God is my witness I know not what to do...

Reply #54 –
Having had a TC and a 5.0 HO conversion (minus heads) I woould definitely vote for option 2. My 2.3 turbo 5 speed only got 19-20 mpg in combined city/hwy driving which is exactly what my 5.0/AOD gets and that's with a non-lock convertor. I'd have to say the HO conversion is a bit quicker than the 2.3T. Although on the hwy the 2.3T would give the 5.0 a run for its money with 15 psi boost.

Definitely go with the 5.0 HO conversion. It's the engine the Sport should've had in the first place as an alternative to the Tubocoupe.
[SIGPIC][/SIGPIC]
86 5.0 Turbocoupe (Katrina), 87 5.0 Sport (Rita)

As God is my witness I know not what to do...

Reply #55 –
Ok, my brother has just complicated things by telling me he's giving me the van earlier than thought. The tranny is slipping and the brakes are gone, and he's got to get rid of it (neighbours complaining), so I'm getting the roller 351 soon. Now I'm back to square one, decision wise. Do I build the 5.0 only to take it apart to build the 351 later, or do I build the 351 in the first place? And since it has over 300k on it and will definitely need a rebuild, do I do a 390 stroker? ... Good thing I have lots of suspension stuff to keep me busy this season...
2015 Mustang GT Premium - 5.0, 6-speed, Guard Green - too much awesome for one car

1988 5.0 Thunderbird :birdsmily: SOLD SEPT 11 2010: TC front clip/hood ♣ Body & paint completed Oct 2007 ♣ 3.55 TC rear end and front brakes ♣ TC interior ♣ CHE rear control arms (adjustable lowers) ♣ 2001 Bullitt springs ♣ Energy suspension poly busings ♣ Kenne Brown subframe connectors ♣ CWE engine mounts ♣ Thundercat sequential turn signals ♣ Explorer overhead console (temp/compass display) ♣ 2.25" off-road dual exhaust ♣ T-5 transmission swap completed Jan 2009 ♣

As God is my witness I know not what to do...

Reply #56 –
Well, as far as the stroker route, you'll more than likely need to bore that windsor, with the mileage you said it has..but you know this, lol
I still think you should go for the 351w, wouldnt' cost that much more to stroke it, than a 5.0
And with bigger holes in it, it'll weight less, too ;)

If I was in your position, I'd not even give it a second thought, far as the 351w is concerned. (but I'm biased, I admit)
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)

As God is my witness I know not what to do...

Reply #57 –
Have you heard there is a 427 stroker kit for the 351W? That would be kick ass in a Tbird. You could put those Thunderbird 427 badges from the early 60's on the fenders and smoke the tires alll day long:evilgrin:
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

As God is my witness I know not what to do...

Reply #58 –
Quote from: thunderjet302
Have you heard there is a 427 stroker kit for the 351W? That would be kick ass in a Tbird. You could put those Thunderbird 427 badges from the early 60's on



Just one word: [SIZE="7"][COLOR="Red"]SWEET![/COLOR][/SIZE]
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)

As God is my witness I know not what to do...

Reply #59 –
put a cheby 350 in it and build it rite you could get like 1000 hp and stuff




































just a joke do the 351 thing