90 363 Fox vs 98 Z
06-04-2012, 06:18 PM
#21
Plus IMO your car should make more than it does.
Tell your Mustang buddy he should have bought a bolt on Mach 1...
06-04-2012, 06:57 PM
#23
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It would take some huge sick nasty cam to get a 363 anywhere near 500rwhp. Not the **** most street cars are gonna like. Probably have to have enough compression to need race gas too.
But like I said before. When get rid of all the ford parts those cars tend to run better.
But like I said before. When get rid of all the ford parts those cars tend to run better.
06-04-2012, 07:30 PM
#25
It would take some huge sick nasty cam to get a 363 anywhere near 500rwhp. Not the **** most street cars are gonna like. Probably have to have enough compression to need race gas too.
But like I said before. When get rid of all the ford parts those cars tend to run better.
But like I said before. When get rid of all the ford parts those cars tend to run better.
No the cam wouldn't be small but it would not require race gas.
Last edited by Stopsign32v; 06-04-2012 at 07:40 PM.
06-04-2012, 08:38 PM
#26
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Just found out its a boss block. Builder says it made 412/468 on a dyno jet NA. It has a 175 shot. AFRs worked over a lot. I'm sure it would make a lot more power if it had a real intake instead of a trickflow breadboxes style.
06-04-2012, 09:14 PM
#27
It does not make 412/468 on a dyno jet. Numbers are way too off.
AFRs worked over a lot could mean anything.
That Trickflow breadbox intake made 456rwhp N/A on my 5.4L. That is a real intake.
06-04-2012, 10:48 PM
#29
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It would take some huge sick nasty cam to get a 363 anywhere near 500rwhp. Not the **** most street cars are gonna like. Probably have to have enough compression to need race gas too.
But like I said before. When get rid of all the ford parts those cars tend to run better.
But like I said before. When get rid of all the ford parts those cars tend to run better.
06-04-2012, 11:28 PM
#31
It's not a weird motor at all. Just using a Dart or Boss block with a 4.125 bore to unshroud the valves and a 3.4" (347) stroke crank. That is my new combo actually. If he put AFR 185's on it I would not be surprised at all. I see it all the time, lol. For some reason a lot of Ford guys don't use the larger runner heads to keep that extra 4ld ft at 3k. Then they wonder why they get pulled up top. I always tell them if I wanted to build a motor for low end torque I would build a diesel.
Last edited by Blown383LS1; 06-04-2012 at 11:43 PM.
06-04-2012, 11:39 PM
#32
http://forums.corral.net/forums/5-0-...-strokers.html
Last edited by Blown383LS1; 06-04-2012 at 11:45 PM.
06-04-2012, 11:40 PM
#33
It's not a weird motor at all. Just using a Dart or Boss block with a 4.125 bore to unshroud the valves and a 3.4" (347) stroke crank. That is my new combo actually. If he put AFR 185's on it I would not be surprised at all. I see it all the time, lol. For some reason a lot of Ford guys don't use the larger runner heads to keep that extra 4ft lbs at 3k. Then they wonder why they get pulled up top.
And the 363 is a weird motor as in with the 4.125 bore it will require a larger head to take advantage of the bigger bore. The larger head will require a larger intake to take advantage of it. The larger intake and heads on the big bore will require a larger runner longtube to take advantage of them. The larger intake, larger heads, big bore, and larger runner longtubes will require a larger RPM to take advantage of the short stroke. I could keep going...
So as I said, this motor isn't for everyone. I hope you know what you are doing.
06-04-2012, 11:55 PM
#34
No offense but on a 363 the larger heads will not "keep that extra 4ft lbs at 3k" over bigger heads. Quite the opposite infact. Same idea as a 70mm TB will make more rwtq at a lower RPM over a 90mm TB.
And the 363 is a weird motor as in with the 4.125 bore it will require a larger head to take advantage of the bigger bore. The larger head will require a larger intake to take advantage of it. The larger intake and heads on the big bore will require a larger runner longtube to take advantage of them. The larger intake, larger heads, big bore, and larger runner longtubes will require a larger RPM to take advantage of the short stroke. I could keep going...
So as I said, this motor isn't for everyone. I hope you know what you are doing.
And the 363 is a weird motor as in with the 4.125 bore it will require a larger head to take advantage of the bigger bore. The larger head will require a larger intake to take advantage of it. The larger intake and heads on the big bore will require a larger runner longtube to take advantage of them. The larger intake, larger heads, big bore, and larger runner longtubes will require a larger RPM to take advantage of the short stroke. I could keep going...
So as I said, this motor isn't for everyone. I hope you know what you are doing.
My combo is a 363ci, TFS 205 cnc's by Total Engine Airflow, custom cam, TFS Box R, and a 76mm turbo. The cam and heads are pretty mild compared to some other engines I have built in the past but this is a 90% street car. Maybe I can break 400rwhp.
06-05-2012, 12:02 AM
#35
You made my point. A lot of guys are afraid of losing low end torque and so they stick with small heads that run out of steam up top.
My combo is a 363ci, TFS 205 cnc's by Total Engine Airflow, custom cam, TFS Box R, and a 76mm turbo. The cam and heads are pretty mild compared to some other engines I have built in the past but this is a 90% street car. Maybe I can break 400rwhp.
My combo is a 363ci, TFS 205 cnc's by Total Engine Airflow, custom cam, TFS Box R, and a 76mm turbo. The cam and heads are pretty mild compared to some other engines I have built in the past but this is a 90% street car. Maybe I can break 400rwhp.
06-05-2012, 12:17 AM
#36
As you know the wedge heads have a shorter runner so that 205 cc runner size is equal to 220 cc's in a standard inline head. They won't hold me back I promise. The only thing that is limiting me right now is my fuel system.
06-05-2012, 12:24 AM
#37
You would have been much better off with a 225cnc High Port. This part is just my opinion though.
Last edited by Stopsign32v; 06-05-2012 at 12:31 AM.
06-05-2012, 12:38 AM
#38
AFR's 220's have a 2.100 intake valve, tested with a 4.125 bore, and flow 321/251 cfm. TFS 205's have a 2.02 intake valve, tested with a 4.030 bore, and flow 316/231. Test the 205's with a 4.125 bore and they would be right there. 225cnc high ports flow 320/245. I agree they are a great head and have more potential than the 205's but all it takes to make 700+rwhp is turning up the boost. If that's not enough for a street car to hold it's own around here then I give up, lol.
06-05-2012, 12:51 AM
#39
AFR's 220's have a 2.100 intake valve, tested with a 4.125 bore, and flow 321/251 cfm. TFS 205's have a 2.02 intake valve, tested with a 4.030 bore, and flow 316/231. Test the 205's with a 4.125 bore and they would be right there. 225cnc high ports flow 320/245. I agree they are a great head and have more potential than the 205's but all it takes to make 700+rwhp is turning up the boost. If that's not enough for a street car to hold it's own around here then I give up, lol.
But you are right, your car should fly with the boost! I would love to see the difference with the TFS R box vs a ported Super Vic with a nice transition 90 elbow on your car. I feel the box will obviously make more useable power down low but the Vic might make more power up top. Turbos are tricky like that.
06-05-2012, 01:02 AM
#40
I have a long runner R and the box upper also. I plan on keeping this one so I will probably try a super vic in the future. I will see how it goes. It is a full weight gt with a/c and power everything so there is a tradeoff for everything that you do or don't do. It ran 11.20's with AFR 165's, mild blower cam, Eddy Performer and an S trim. it has a built 4r70w with a small stall also. Don't rag me on those heads, they were on it when I bought it, lol.