Quote:
Originally Posted by eschaider
I couldn't agree more Brent. The 4.6L is only 281 inches but at 18 psi in the intake manifold it is over 625 cubic inches of air that is processed ever two turns of the crankshaft. That and the exceptional low lift flow characteristics of four valve heads is why 281 inches can produce almost 600 ft/lbs of torque at less than 2000 rpm. With that kind of torque on tap, essentially off idle, this engine is stunning at any rpm.
As we both know, it is torque that moves the car and registers on our seat of the pants dyno. Hp is primarily related to top end speed attainment.
With respect to forced induction on one of these engines, unless you want to try to simulate a high speed track event in your daily driving experience (not a good idea) the Modmotor will be decidedly disappointing in n/a trim - after all it is only 281 inches. If you do not intend to supercharge the engine I think you will probably be much happier with a different engine choice.
If you decide to supercharge the engine well, things are suddenly very different. You will have just entered a new reality and a found a new edge of the performance envelope for your car - and it's pretty cool.
Ed
p.s. Another thing to consider is the numbers I am speaking of are rear wheel power figures not flywheel figures - again as you already know there is a measurable difference.
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To our American friends -what you maybe don't know is that the Modulars in Oz are ALL 5.4's with either 3 valves or 4. We appear to have a similar situation to what happened when we had Clevelands and you guys were doing all your HP work on the Windsor-comparatively we were years ahead in Cleveo development for a long time and OZ heads are in high demand over there still.
The 4 valve heads heads on our 5.4 have no direct comparison to the 4 valve heads that are common in the US. When Ford Oz decided to use the modular here, they apparently sent some engineers over so they could play in the Ford parts goodies bin and the engine development went off in a slightly different direction. we have 2 different valve lifts used in 3 different HP output engines-a low comp 10:1 approx 350HP+368 lbs Ft torque, then a high comp 11.3:1 approx 390HP + 375 lbs ft TQ then another rated at 424HP & 380 lbs ft TQ. (+/- approx only) and they ALL have a forged bottom end.
Me I'm using the 350HP engine and I'm going to go the the Hi-comp pistons down the track. That being said I love things that rev as I spent a lot of time building Rotarys in Mazda's and NSU's as well as multi valve/multi cam engines as well, so that don't phase me at all.
IMO its hard to beat the sound of a high revving V8 and with the right bits the mod motors rev HARD, and will rev hard all day long-not that you need to. The heads on these motors just flow unbelievable numbers in stock form and there is now a good range of cams to suit, with Herrod doing some here that sound so old school its great. If I find that I want more grunt, water injection and a blower will do me just fine.
Yes the engine is one BIG mother and about the same weight as a Big Block, but you can now get an alloy blocks for pretty reasonable $'s-still dearer that a Dart etc but hey....that's the way it is
Rog