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The 98GT - 4pointsix to 4sixzero

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  • #46
    Sweet! Standard bore? Should compliment the cam you picked and pump gas nicely.

    Apologies up front, but here comes the

    // Poindexter=On

    I spent some time looking at pistons a few weeks ago, and those were high on the list. They have the right compression height, good call! Then I remembered I'm on a budget and thinking if I go that far, I'd bore it, and if I went that far, I'd stroke it, and then I said (something) it and started looking at gaskets. lol.

    While in Excel splitting hairs, I saw that Cometic offers a great looking on paper MLS gasket, too bad they cost over half what the original engine did. 4.400 bore, .036 compressed, worth another tenth or two CR over the rebuilder Felpro best case gasket. C5666-036, and best case came up with 9.72:1 with .002 deck, roughly 9.4 with the worth case Felpro rebuilder gasket.. Kind of shocking you can have a .3 CR spread with two sort of similar sized "on paper" gaskets.

    I'm still considering having the heads cut .025 or so because I can't personally justify throwing down 90 bucks per gasket to blueprint a .038 quench in a budget build. I'll tell ya though, I'm struggling with budget versus throwing all that out the window and TFS head a 521 and PimpXShift that thing.. lol. Back in the I'm lucky to be getting away with the budget I have world, I looked at the 1.772 pistons for the Lincoln block wondering if they would stick out the hole? I'm not afraid of a thicker gasket to get that .038 quench I'm stuck on.

    // Poindexter=Off

    Short version: I'd guess right at 9.6:1 from my armchair and 125 off makes them a pretty decent deal!
    Flying south, with a flock of bird dogs.

    Comment


    • #47
      Yes standard bore. If I was building a more serious engine, I would go ahead and bore it, yadda yadda yadda. But as Judd likes to say "I figger it'll be all right". Haha.

      CR anything in the mid 9's and up is ok with me. I will probably wait to choose a gasket after the short block is together so I can actually measure stuff.
      Life is short. Be a do'er and not a shoulda done'er.
      1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
      1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
      1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
      1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

      Comment


      • #48
        Shiny parts have arrived.

        Click image for larger version

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        Since the 83GT is back together AND the truck runs, I am going to slide Greenbean into the shop this week.
        Life is short. Be a do'er and not a shoulda done'er.
        1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
        1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
        1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
        1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

        Comment


        • #49
          Hey Moe!

          On a side note, I can't imagine someone willingly buying a 5.3L truck to tow anything with. Such a turd. I thought I was going to have to put it in 4 Low just to get the trailer out of the grass!

          Click image for larger version

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          Life is short. Be a do'er and not a shoulda done'er.
          1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
          1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
          1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
          1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

          Comment


          • #50
            GB is comfortably in it's new home.

            Click image for larger version

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            Russell likes this.
            Life is short. Be a do'er and not a shoulda done'er.
            1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
            1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
            1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
            1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

            Comment


            • #51
              And it begins... car looks happy. I bet it hasn't had a covered night's sleep in a long time. Is that just peeled clear coat, like maybe a color sand / buff and a new clear coat would take some of the "sleeper" out of that paint job? Not that it's ever been that important, but it would be kind of cool if it would clean up on the cheap.
              Flying south, with a flock of bird dogs.

              Comment


              • #52
                I think it is just the clear. Paint isn't great. I haven't thought about what to do with it much, but I kinda like the low key color.

                Running total: $1100 (cost of car and a set of pistons/rings)
                Last edited by BBR; September 16, 2020, 08:08 AM.
                Life is short. Be a do'er and not a shoulda done'er.
                1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
                1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                Comment


                • #53
                  I couldn't stand it. I just had to start the process of extracting the busted 4.6L. It is actually not far from being able to come out.

                  Also, this thing is HUGE.

                  Click image for larger version  Name:	20200917_184806.jpg Views:	4 Size:	1.51 MB ID:	1280566
                  Last edited by BBR; September 18, 2020, 08:05 AM.
                  STINEY likes this.
                  Life is short. Be a do'er and not a shoulda done'er.
                  1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
                  1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                  1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                  1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                  Comment


                  • #54
                    Taller and wider than the 460 if I remember. They are huge for no more displacement than you get. Is it on the floor yet?
                    Flying south, with a flock of bird dogs.

                    Comment


                    • #55
                      Not yet. Been playing with the Magnum and the 83GT. I might put it up on stands today so I can unbolt the power steering pump and the AC compressor. I would like for both of them to stay in the car.
                      Russell likes this.
                      Life is short. Be a do'er and not a shoulda done'er.
                      1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
                      1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                      1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                      1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                      Comment


                      • #56
                        I had a really elaborate reply that got stuck because of too many edits, but what I got out of Scotty J's reply was porting the lower is mandatory and I still think you're going to be close-ish to goal with un-ported heads. I can't remember if I got this from the FB page or from the Parkland Auto Machine web site, or RHP website (?! lol. What a nightmare for him to keep up with!!) so I can't really cite my reference, but in case you haven't seen it... doesn't look too hard.

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                        I'll order my next cam from him since he's always helpful and I learn a ton from his research - may talk to him about a stroker kit later.
                        Last edited by Beagle; September 24, 2020, 07:35 AM.
                        Flying south, with a flock of bird dogs.

                        Comment


                        • #57
                          I think I will be darn close to my goal with unported heads. As far as I can tell, he has never tried to build a street/strip engine using the EFI heads. Of course it would require someone specifically wanting one because he does this for a living. He seems to cater to the big car / truck crowd that want 650 lb ft at zero rpm on most of his builds. Not surprising though, that's the market that typically use stock type parts and iron heads.

                          He seems like an ok guy. We have butted heads a little in the past. I really hoped people other than him would post in that thread. I pretty much knew what he would say and he didn't disappoint. We seem to be plowing a new field with these two projects.

                          The build he linked has a tiny cam (219/233), wide LSA, 545 inches and makes 500 hp at 4500. The cam choice likely causes the hp peak to be 4500. I feel like with less inches, more cam and more rpm, I can easily make the power I'm after and maybe more. Heck the cam I put in the truck is a 224/233 0.536” / 0.567” and I felt like it was pretty darn small for a n/a cam.

                          https://www.facebook.com/media/set/?...25867630833955

                          On a project progress note, I have the car up in the air, and am working on getting the AC compressor and power steering pump loose from the failed 4.6L.. And I managed to dump what little coolant it had left out on my arms. Lovely.



                          Life is short. Be a do'er and not a shoulda done'er.
                          1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
                          1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                          1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                          1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                          Comment


                          • #58
                            The part I was really looking for an answer to remains unanswered, but it's pretty generically accepted I think. From his flow bench the stock F3TE will go 256 at .500, 268 at .600 and the generic HP support = 2x CFM implies 450 is doable and 500 stretch goal with a ported lower.

                            Like you say, though, it's not the type of build they are doing with EFI and he knows the 24# business is living on borrowed time. That's not enough injector for a hot 302.

                            I've had too much time playing house cleanup, lawyer visits, etc. in the last month and may have some unexpected budget help. I'm looking at the Price manifold adapters, and this RPM Air Gap haunts me... lol

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                            What I really like about the OEM lower though is... I really hope you can keep the flat hood. That would be a riot. Other than the Hooker's shaking the ground a little, nobody would expect it.
                            Last edited by Beagle; September 24, 2020, 10:15 AM.
                            BBR likes this.
                            Flying south, with a flock of bird dogs.

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                            • #59
                              Beagle, I went ahead and posted over at 429-460.com to see if the 'other' 460 crowd had any input.

                              Randy Malik said he built a 501 with the F3 heads,

                              I built a 501 for a customer using those heads, Price Motorsport adapters and a Victor manifold.
                              Runs well to about 6,800 RPM. Has a large solid flat tappet cam with a Dominator carb and is street driven, only sometimes at cruises because it has open headers.

                              Given the same type treatment as any ported D3VE head.
                              Using 2.250" intake valves and 1.710" exhaust valves with adjustable "Bolt-Down" roller rockers.
                              Life is short. Be a do'er and not a shoulda done'er.
                              1998 Mustang GT https://bangshift.com/forum/forum/ba...ix-to-4sixzero
                              1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                              1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                              1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                              Comment


                              • #60
                                I'm stuck between "Cool!" and "WTF?"... lol. Interesting range of parts there, iron truck head and a Victor / Dominator? I'm guessing there's not much port wall thickness left - that's a lot of intake valve to support. RPM much? "large cam" .. yeah, the kind that has numbers at .050 like the advertised numbers on the junk I look at!

                                " I don't always drive it on the street, but when I do, it has open headers. "

                                That guy has to be a real character!

                                Good stuff!

                                Russell likes this.
                                Flying south, with a flock of bird dogs.

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