400whp NA 3V build

[Marc s]

He is an employee hell no we didnt charge him that. It was also a test set for some new porting styles. Im sure it would be less then 16 hours labor for a customer.

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16 hours would be about right. A normal port job for us is $900.00 dollars + valve grind for the pair and they will flow as good or better than the FRPP heads. The port job on the heads on this engine would cost 1400-1600 + valve grind. We spent a lot of time on the exhaust side trying to get the flow balance between the intake port and the exhaust port. Matt and I spent a bunch of time on the short side radius. I bet with some epoxy work, we would pick up some more exhaust flow. Port size and flow numbers aren't everything. cross section area and velocity has to be considered too. This isn't a max effort build though. I bet it will never see the drag strip so this combo is done.

I am positive that with some more cylinder head R&D, different cam profile with around .650-.700 lift, I could build a stroker big bore 3V that would make between 450whp and 475whp. I'm pretty certain that all of the aftermarket intakes are not the best design for max power delivery. I would build a sheet metal single plane short runner style 4 barrel intake for the 3V. I would use a Quick Fuel 750 carb and build stepped headers. Before the Coyote came out, I was in the middle of building one of these intakes. After the flow numbers were tested with the intake bolted to the heads, I was going to then have a cam ground with very fast ramp speeds and based on the flow results. I would guess that the cam would have been around .675 lift and 255/275 @ .050. on a 108-110 LSA. This engine idea would have at least 12.00:1 compression and run on pump gas.

Before I went with the Yates/NASCAR thing, I was going to build a max effort NA 3V but lost interest.

 

[Surfstang2020]

That's pretty impressive for na


Sent from your moms phone

 

[jodadejss06gt]

Either way nice work guys. Wondering if it would even be beneficial for me to get my heads ported or buying stage 1/2 heads when stepping to a built block.

 

[Deez-67]

16 hours would be about right. A normal port job for us is $900.00 dollars + valve grind for the pair and they will flow as good or better than the FRPP heads. The port job on the heads on this engine would cost 1400-1600 + valve grind. We spent a lot of time on the exhaust side trying to get the flow balance between the intake port and the exhaust port. Matt and I spent a bunch of time on the short side radius. I bet with some epoxy work, we would pick up some more exhaust flow. Port size and flow numbers aren't everything. cross section area and velocity has to be considered too. This isn't a max effort build though. I bet it will never see the drag strip so this combo is done.

I am positive that with some more cylinder head R&D, different cam profile with around .650-.700 lift, I could build a stroker big bore 3V that would make between 450whp and 475whp. I'm pretty certain that all of the aftermarket intakes are not the best design for max power delivery. I would build a sheet metal single plane short runner style 4 barrel intake for the 3V. I would use a Quick Fuel 750 carb and build stepped headers. Before the Coyote came out, I was in the middle of building one of these intakes. After the flow numbers were tested with the intake bolted to the heads, I was going to then have a cam ground with very fast ramp speeds and based on the flow results. I would guess that the cam would have been around .675 lift and 255/275 @ .050. on a 108-110 LSA. This engine idea would have at least 12.00:1 compression and run on pump gas.

Before I went with the Yates/NASCAR thing, I was going to build a max effort NA 3V but lost interest.

Get your interest back for the love of pete!!


lol...

 

[A John In NJ]

 

[Mike K]

Get your interest back for the love of pete!!


lol...

No shit! I want to see that.

 

[1bad99]

nice wish mine would have done 400 rwhp but i went with the 127500s

 

[Mike K]

That's what I have waiting to go in.

 

[Marc s]

With any engine, most of the power gains come from the camshaft and cylinder head. If you look at NASCAR, NHRA, or any heads up class racing, most of the money spent on R&D goes into the heads, cam, and then intake manifold.

 

[Deez-67]

With any engine, most of the power gains come from the camshaft and cylinder head. If you look at NASCAR, NHRA, or any heads up class racing, most of the money spent on R&D goes into the heads, cam, and then intake manifold.

hhhmmm...

 

[Backroad_Beast]

Can't wait to see this in person.

 

[95ragtop]

Nice. I wonder how it would respond with about 14psi and some e85?

 

[A John In NJ]

Im really curious to know how a 326ci NA will do...

 

[Lowfast]

Marc,

I have a 4.6 3v in my 65 Ford Falcon. I have debated FI vs NA for awhile but have landed on doing a progressive NA build on the engine. First stage would be heads, cams and intake, then later upping it with a built lower-end, maybe with a few extra cubes, that can be reliably spun to 7500 rpm regularly. The car will weigh sub 3000 lbs so a nice NA set-up like you put together shoudl really scoot. Any thoughts, reccomendations, or suggestions on this plan?

 

[DAN 05]

hhhmmm...

x2 Noted!

 

[Deez-67]

x2 Noted!

There you are... was wondering when you would start poking your head in these threads.

 

[DAN 05]

There you are... was wondering when you would start poking your head in these threads.

The timing had to be right.

 

[Txbluebeast]

I’m currently aiming for as close to 400whp as I can get my 4.6 3v to for PDE weekends mostly.
I like balance and 400whp is great with, handling and good braking. I am focusing on braking and handling while also leaving some headway with my fuel system for when I get ready for boost if that day comes. I may just love the N/A, too much and decide to stick with it. I already have a few turbo charged and supercharged vehicles don’t need another lol

 

[Dino Dino Bambino]

Then I suggest you add displacement and build a 4.9L stroker along the lines of YouTuber Four Eyes:



Obviously you aren't going to buy charge motion delete plates if you're going to bolt on a Ford Performance intake manifold, and you're only going to buy the camshafts once (the 127600 CompCams will require cam phaser lockouts) so plan ahead.
You'll also need bigger injectors, and the '11-17 Coyote 34lb/hr units are a direct swap.

 

[cavero]

I’m currently aiming for as close to 400whp as I can get my 4.6 3v to for PDE weekends mostly.
I like balance and 400whp is great with, handling and good braking. I am focusing on braking and handling while also leaving some headway with my fuel system for when I get ready for boost if that day comes. I may just love the N/A, too much and decide to stick with it. I already have a few turbo charged and supercharged vehicles don’t need another lol

Your supercharged cars, are they all PD blowers or are any centri? I just put a Vortech on mine this past summer and the power feels very linear, very NA. Weight wise, I can feel it a little bit more up front, but not drastic.

I'm not an expert, but I'm with Dino that you're going to want cams. I had Comp Cams 127400's which required springs and limiters (but not lockouts) and they were fantastic driving cams. Great idle (smooth and stock-like if that's what you're going for), no stalling, and the engine always felt alive and ready to go. I also got a 6 speed around the same time (T56 magnum xl), so the gearing always helped too.

But with a CAI, the FRPP intake manifold and throttle body, long tubes, and a UDP, I was topping out at 350 rwhp. Shop said ported heads wouldn't be worth it without boost as the stock heads already flow pretty well and I would've been spending over $2k for like 5-10 hp.

Now if I remember the FourEyes videos right, one of the points he was trying to make was he spent an obscene amount of money trying to stay NA and still ended up going FI. It was a great series to follow though and he went through 3 stages of NA so you could see the gains.