Wretched American excess at its best!

[fiveoh2go]

Because a 700+ hp capable 2.8 liter blower atop a 4.6 liter engine isn't enough.......Kenne Bell has a 3.6 ready to go and a 4.2 on the way. :evileye:

[TorinoCobra070]

So, when are you ordering your 4.2?

[Mike]

What kinda motor work do you need to do to support such a silly blower?

[fiveoh2go]

So, when are you ordering your 4.2?

:mrgreen:

What kinda motor work do you need to do to support such a silly blower?

Lots and lots of fuel and a spot on tune are the biggest things. After that, just some really good pistons and rods. MLS head gaskets and head studs probably wouldn't hurt either. The stock block and crank are good to over 1000hp.

[NTIman]

I hope the new coyote engine design lends itself to some decent flowing heads. As cool as the modular engine is, that area is a huge letdown to me.

But hell, huge ass blowers, 700hp....can't really argue with that.

[fiveoh2go]

I hope the new coyote engine design lends itself to some decent flowing heads.

It should, it will have a 4V per cylinder head arrangement. All the boards are a buzz with talk of a 7k rpm red-line and variable cam timing on both the intake and exhaust sides. Direct injection is also being hinted at a couple years down the road.

As cool as the modular engine is, that area is a huge letdown to me.

Explain.

But hell, huge ass blowers, 700hp....can't really argue with that.

:thumbup:

[NTIman]

I just feel like that the modular engine was a great engine, but never reached its full potential (especially in the aftermarket) because of heads that never reached the full potential of the engine. I've always read that they have been limited in the aftermarket to get the ports to flow as well as certain small block heads.

Then again, I've been out of the loop on modular engines for a long time, no money to build/buy one.

[fiveoh2go]

I just feel like that the modular engine was a great engine, but never reached its full potential (especially in the aftermarket) because of heads that never reached the full potential of the engine.

This is somewhat true if you're talking about the 2V version of the 4.6 and 5.4 used in many base models. This has more or less become a non-issue with the introduction of these heads. Not to take away from the Mustang GT, but usually for serious performance applications a 4V is preferred.

The 4V variant of the 4.6 used in the Cobras never really had any breathing issues that were caused by the heads, thus the lack of aftermarket offerings to date. Most of the bottle neck on those early cars ('96-'98) was due to the poorly designed IMRC plates and the physical size of the intake manifold/induction piping.

On the '99-'01 Cobra engines Ford dropped the IMRC system and went with a tumble-port head design. Instead of each intake valve having its own runner in the head, the tumble-port heads have a more conventional single rectangular port for each cylinder.

Heads used on the '03-'04 Cobras were an even bigger step up from the tumble-port heads. Based off of the Ford Racing FR500 castings these heads (as cast) flow right around 240 cfm @ .500 in of lift on the intake and 170 cfm @ .500 on the exhaust side. Couple these heads with anywhere between 9-25 pounds of boost and breathing isn't a problem.