![\"\"](\"http://www2.powertvonline.com/digitalbanners/1c3272c6cec3de6470c5f779b08c817b.gif\" "\\"\\"")
\r\nA Strong Connection
\r\nUnless you have an ¡¯03-¡¯04 Cobra engine, the factory supplied connecting rods just simply aren¡¯t designed to hold up to any big power. The factory two-valve engines had cracked cap powdered metal rods that are typically not even resizable, with naturally aspirated Cobra engines utilizing a forging. Many of these are also only set up for pressed pins. Fortunately, there are many choices on the market now to upgrade the weak arms for strength.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/ibeamrod.jpg\")
The factory 4.6 base engines have powdered metal, cracked cap rods. The minimum upgrade would be strong set of forged 5140 steel I-Beam rods like these pictured from ModMax. They are fully machined, have bronze bushings for full floating pins, and are held together with ARP 8740 cap screws.
If you aren¡¯t looking to make over 550 flywheel horsepower, the ModMax 5140 forged I-beam rods are a great upgrade. They are fully machined, with bronze bushings for floating pins, and ARP fasteners. For more serious applications, there are a variety of forged 4340 material H-beam rods on the market from ModMax, Manley, SCAT and others. However, they are not all the same, so pay attention to the details regarding the bolts. They can be supplied with ARP 8740 or ARP 2000 material cap screws, with a strength advantage going to the ARP 2000 bolts. The H-beam rods will usually support up to around 750 flywheel horsepower with the 8740 bolts, and over 1000 horsepower with the better ARP 2000 bolts. All the H-beam rods are quite strong, with bronze bushings, and are very reasonably priced.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/modmaxbilletrods.jpg\")
Seriously boosted Modulars need serious rods. Billet steel 4340 CNC machined rods are designed to hold up to 1500 plus horsepower without failure.
For all out competition use with huge amounts of boosted air, the Modular engines should be utilizing some type of billet connecting rod. Manley, ModMax, and Oliver all have excellent top shelf choices for 4.6 engines with ARP 2000 cap screws or equivalent holding them together. The 4340 material on billet rods are fully CNC machined from a block of steel to exacting tolerances. These are all made with the I-beam design for light weight and will withstand 1500 plus flywheel horsepower and over 9000 RPM. Although these rods cost quite a bit more than H-beam rods, the price is well worth it for no failures on maxed out Modular short blocks.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/arp2000rodpic.jpg\")
Choosing rods for a good 4.6 bottom end means looking closely at the bolts the rods are using. 3/8¡å diameter 8740 material bolts are good up to around 700 horsepower or so, but for more power and RPM, most rod manufacturers offer an ARP2000 material bolt upgrade.
Forging Ahead with the Crank
\r\nHaving the correct crankshaft for power adders is an important part of having a strong bottom end. Most Modular single overhead cam engines came with a cast crankshaft with either a 6-bolt or 8-bolt flywheel flange. Cobra engines were equipped from Ford with a stronger forged micro steel crankshaft with only the 8-bolt flywheel pattern. The cast pieces are fine for naturally aspirated and boosted applications up to around 500 flywheel horsepower, but when building the short block for strength, it is obvious that the forged steel crank is preferred.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/modularcrank.JPG\")
A forged crankshaft for 4.6 Modulars is just what the doctor ordered if big power plans are in the future. Note: the forged pieces do not have any seams or parting lines. Plus the radiused journals offer greater strength in the throws of the crank. If using a factory 4.6 GT block, clearancing will be necessary to make room for the center counterweights found on forged Modular crankshafts.
With the majority of the engines out there containing the cast part, seeking out a forged crank is relatively easy. Ford Racing and ModMax both have brand new stock stroke forged cranks right on the shelf for immediate purchase. The forged cranks are not only forged from higher strength steel, they also feature undercut radii on the rod journals for superior strength. Usually these cranks can support over 1000 horsepower without failure. Just keep in mind that when upgrading from a 6-bolt cast crank, it is mandatory to also purchase an 8-bolt flexplate or flywheel to work with the new forged crankshaft.
\r\nIf a crank is on the list of upgrades, this may be a good time to look at increasing the stroke. The stock stroke is 3.543¡± yielding 281ci with a standard bore, but ModMax offers a 3.750¡± crank that increases displacement to 302ci with a .020¡± overbore. Since the cost of the crank is only slightly more, and ordinarily the other components like pistons, rods, rings, and bearings are about the same, it can be a wise investment to increase the cubic inches. With either stock or stroker forged cranks, it is also important to check the clearance for the center counterweights. Aluminum 4.6 blocks already clear the extra center counterweights on the forged cranks, however stock cast iron blocks will need to be machined for fitment as the cast units do not have the center counterweights.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/46strokerkit.jpg\")
It may not cost much more when already purchasing pistons, rods, rings, bearings, and/or a crankshaft to go ahead and increase the stroke on a 4.6 short block. A stroker kit makes matching up parts easier, as special pistons and rods must go along with the 3.750¡å stroke crankshafts.
Building Blocks
\r\nA good strong bottom end can be based on a number of OEM or aftermarket Modular blocks. All dual overhead cam 4.6 engines came with an aluminum block from Ford, with the exception of the ¡¯03 to ¡¯04 Cobra engines, because Ford engineers believed the cast iron Romeo block to be a stronger choice for the supercharged Mustang. Most two-valve Modulars were built with either a Windsor or Romeo cast iron block, with slight differences between the two blocks. Windsor engines were supplied in most trucks, with the ¡¯99-¡¯00 Mustang GT also utilizing that version of the cast block. Romeo cast iron blocks were predominantly used in passenger cars from ¡¯96-¡¯98, as well as ¡¯01 and up, including the ¡¯03 to ¡¯04 Cobra.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/t50bigboreblock.jpg\")
Ford Racing now offers both aluminum and steel ¡°BIG BORE¡± blocks for 4.6 rebuilds. The aluminum version (part number M-6010-T50 pictured above) is the same one used in the Ford 5.0L Cammer engines. A cast iron version is available as part number M-6010-BOSS50.
There has been some controversy over whether the Ford aluminum block is strong enough for big horsepower, although it seems as though any of the factory blocks are plenty strong enough for high performance applications. The important thing to remember when building for power are that the bores must be straight and true, which typically means overboring .020¡± to .030¡± (the maximum recommendation on factory blocks) and buying the appropriate pistons to match.
\r\n\r\n\r\n\r\n\r\n
\r\n\r\nFor larger gains in cubic inches (in addition to the stroker cranks mentioned above), there are a few options to run larger bore sized blocks for the 4.6 Modulars. There are a few aftermarket companies that offer big-bore sleeve kits for aluminum factory blocks to increase the bore up to 94mm (3.700¡±). These kits can be installed into an existing aluminum block by a quality machinist or can be purchased already done in block form. In addition, Ford Racing now offers both cast iron and aluminum blocks with the larger 94mm bores that are brand new and designed for performance. Although pricey, this big bore does help unshroud the valves for more airflow, especially on single overhead cam cylinder heads. The bigger bore, combined with a stock stroke, increases the 4.6 liter to 305 cubic inches and 323 cubes when combined with a 3.750¡± stroker crank. Note that when switching to the much larger 94mm bore size, it is also necessary to use larger bore head gaskets that are available from Ford Racing and Cometic. \r\n\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/bigboreshortblock.jpg\")
Combining a big bore of 3.700¡å with a 3.750¡å stroker crankshaft can make one mean and nasty 4.6 based engine. From the outside, it looks like a standard Modular 4.6, but inside it displaces 323 cubic inches!
It is important to note that most of the blocks offered can use all the available 2V, 3V, or 4V cylinder heads when combined with the proper timing components, tensioners, and timing covers. However, when choosing bearings for the block, the proper application must be used on the main bearings. There are at least three different sets of bearings for aluminum, Romeo, or Windsor blocks that have different tang locations and thrust bearings. So, when choosing the block for performance, it is mandatory to assemble the accurate parts to go with the specific components used.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/46_bearings.JPG\")
Bearings for 4.6 short blocks are specific to the block being used on the mains. Windsor, Romeo, and aluminum blocks all take different main bearing sets, with different thrust washers, flanged bearings, and tang locations. The King bearings shown here are offered in a high performance version for all three variations.
Completing the Bottom End
\r\nIn addition to the blocks, cranks, rods, and such, there are a few small items that can finish off a great Modular short block. All of the factory main bolts are designed to be torqued only once, so a set of ARP main studs are a wise investment. They are not only reusable, but also distribute the clamping force on the main caps as well as reduce cap distortion.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/46shortblock.JPG\")
Why spend all the money on a built 4.6 bottom end and use factory bolts? ARP main studs are available for all blocks, with or without windage tray mounts. The studs are a wise option for maintaining good, even torque.
Another wise choice is an improved oiling system using an aftermarket high pressure and/or high volume performance oil pump. Melling manufactures pumps that are available with billet steel gears that hold up under all conditions without breaking. Both Melling and Ford Racing also offer pumps that increase volume and pressure for the additional RPM and bearing stress that performance engines endure. When the oiling volume is increased, it is also a good choice to add an aftermarket oil pan with additional capacity so the pan is never dry. Plus, the aftermarket pans also control sloshing and windage, keeping the oil in the pickup area under acceleration.
\r\n![\"\"](\"http://www.stangtv.com/photos/data/500/mellingpumps.jpg\")
Melling offers both 2V and 4V specific performance pumps with chrome moly billet steel gears. The 2V version pictured on the right is standard volume and uses the stock 13/16¡å diameter pickup tube on SOHC engines. The 4V pump on the left is standard volume for DOHC engines using a 15/16¡å diameter pickup tube but can also be used on 2V Modulars to increase volume.
It¡¯s a Mod Mod World
\r\nLuckily, the Modular engine was not snubbed by the aftermarket world, and performance seeking enthusiasts now have many choices when it comes to improving 4.6 engine power. With so many options regarding blocks, pistons, and rods, anyone looking to make their overhead cam Ford hold up with turbos and blowers can easily just surf the web and get everything from individual parts to a fully built short block. Of course, as racers have been embracing the Modular engines, even more parts can be custom made. Billet crankshafts of any stroke, custom low drag pistons, and even aluminum rods can be purchased now to hold up to 1800 plus horsepower. So, choose your weapon of choice: big bad blower, twin turbos, or huge nitrous, and sleep easily knowing that a bullet proof short block is only a click away!
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Article printed from StangTV: http://www.stangtv.com
\r\nURL to article: http://www.stangtv.com/tech-stories/engine/4-6-ford-modular-short-blocks-%e2%80%93-a-guide-to-a-bottom-end-for-boost/
\r\nURLs in this post: \r\n
[1] Image: http://www2.powertvonline.com/digitalads/www/delivery/ck.php?n=b1c9b3&cb=bc28fb1168b6aaa53be148cb3b8c51c5
\r\n[2] Image: http://www2.powertvonline.com/digitalads/www/delivery/ck.php?n=99c32a&cb=0d13b84e223551cd4bf56658d0b73ba5
","categoryDescriptionShort":"Way back in 1996, Ford introduced their all new ¡¡ãModular¡¡À engine in the Mustang GT and Cobra. All around the country, die-hard five liter fans hung their heads and sighed. You could take everything you knew about how to make your 5.0 Mustang faster and just throw it out the window. It was very different. It had two or four cams instead of one and no pushrods. The teeny, tiny 3.552¡¡À bore was wimpy compared to the large 4.000¡¡À bore of Windsors, 289¡äs, and 302¡äs. It had powdered metal rods, a long stroke of 3.543¡¡À, and lots of chains and tensioners under the massive timing cover. Plus, it was a measly 281 cubic inches.
The Six Million Dollar Mustang – Built Better, Stronger, Faster.
\r\nPosted By Ian McBride On August 17, 2010 @ 1:36 pm In Car Features | No Comments
\r\nThis month’s feature Mustang, unlike most, began as a brand new car right off the dealership lot five years ago in February of 2005. The proud owner, Kris Horton, grabbed his 2005 Mustang GT with the intent of using it as the ticket for his company, Cars By Kris, into the November 2005 SEMA show in Las Vegas, Nevada. Originally purchased with a Mineral Gray paint job and tan interior, Horton had quite a bit of work set up for the next nine months. Although he kept the paint job, he chose to add some flame graphics to give it a unique edge. The interior was completely customized, and he topped off the build with a set of Forgeline [1] wheels and a Procharger [2] supercharger. Over the next four years, the car underwent small improvements including an engine upgrade and a new paint scheme until tragedy struck during a 2009 car show burnout competition.
\r\nKris had entered the contest for pure fun, but fate had other arrangements which led to a pitted, destroyed paint job. “I was at a car show, and the paint got completely trashed during a burnout competition. I got hosed with a bunch of gravel and molten tire,” commented Horton. “It pitted the paint and chipped it off in places. I ended up having to completely repaint it.”
\r\n![\"\"](\"http://stangtv.com/photos/data/518/IMG_42021.jpg\")
\r\nThe original paint job for SEMA 2005. (DubSpeed Driven)
After the responsible party basically told him to pound sand, Kris took the unfortunate event and turned it into a blessing in disguise. Horton would rebuild his car. He had the technology. His car would be better than it was before. Better, stronger, faster.
\r\nHorton began with the deconstruction of his ride. He pulled out the engine and sent it out for a rebuild. The interior was completely gutted, including the dash. Kris chose to go with House of Kolor pearl white as the feature hue on the car. He complimented the white with a two-tone pearl black and burnt orange combination along with airbrushed flame graphics.
\r\n![\"\"](\"http://stangtv.com/photos/data/518/MustangPaint_Clearcoat6.jpg\"){kind=spacer}
\r\nThis photo shows a close-up of the custom paint after the makeover.
A few body modifications were also done. Horton had his Airhead Kustoms friends install a GT500 front end conversion, a 3-inch cowl hood, Street Scene skirts and a Street Scenes Gen2 rear valence. If you look closely, you’ll notice that this car even has custom ‘Cars By Kris [3]‘ badges.
\r\n“I’m not too much of a wrench, myself. I’m more of the artistic type,” confessed Horton. “So I came up with the design and I had Jason Russell over at Airhead Kustoms in Corona, (CA) do all the paint and body work on it.”
\r\n![\"\"](\"http://stangtv.com/photos/data/518/medium/MustangBackmask1.jpg\")
\r\nThe professionals at Airhead Kustoms prepare to lay out the black pearl paint
Meanwhile, the engine took on a whole new fate with Horton’s friend, Dan Capps, behind the wrench. As stated earlier, the engine was stock with the exception of a ProCharger and some “shoddy” engine work done previously. Capps gave the engine a fresh set of forged Keith Black dished pistons for lower compression. Attached to the Keith Blacks are a new set of forged ModMax [4] H-beam connecting rods and a stock crankshaft. The cylinder heads, much like the crankshaft, remain stock, but this summer, the 24-valve V8 will receive a new set of camshafts. Topping off the engine build, Capps replaced the ProCharger and upgraded to a brand-new Edelbrock [5] E-Force 2.3 Liter twin vortices blower with 14psi of boost, 60 lb/hr injectors, a racing intake, and a GT500 fuel system.\r\n\r\n
\r\nThe engine was dropped back into the freshly painted engine compartment and mounted up to the 5R55S transmission. They mounted up a BBK Performance [7] Off road-X exhaust system with MagnaFlow [8] mufflers, and started it up to hear the engine rumble. Unfortunately, technical issues ruined a day on the chassis dyno, but with 3.90 gears in the rear end and a new torque converter about to go in, Horton and Capps both expect the engine to produce something in the neighborhood of 550 horsepower at the rear wheels.
\r\n“We had some trouble on the dyno the first time out. We broke a spark plug and the torque converter wasn’t standing up to all the power so we didn’t get any decent numbers out of it,” said Horton.
\r\nAlthough at this point the vehicle has a powerful engine and a beautiful exterior appeal, the interior remains a clean slate. First and foremost, Horton gave the car a Quiet Ride sound deadening kit. He rolled out factory black carpet across the floor pan and dropped in a set of Corbeau A4 custom seats wrapped in black suede diamond tuck with orange stitching and black and orange leather accents. Corbeau also supplied the harness bar with four-point cam-lock harnesses. The stock rear seat was wrapped to match with the help of his good friend, James Mendoza. Mendoza also wrapped the headliner and pillars with suede and even made a unique flame graphic relief within the headliner.
\r\n![\"\"](\"http://stangtv.com/photos/data/518/Headliner.jpg\")
\r\nThe headliner features an intricate flame pattern to match.
The center console was painted to match the exterior pearl white, while the lower part of the dash was painted pearl black. The upper half of the dash was wrapped in black suede and stitched together with orange stitching. The dash also features an AutoMeter Sport Comp 2 center-mount gauge cluster. The stock gauge and A/C bezels were replaced with satin finished bezels off of a GT500. A TCI [9] ratchet shifter took the place of the old, stock shifter in the center console. The interior was topped of with a sound system, but the audio is currently undergoing a transformation to better match the appearance of the car.
\r\n![\"\"](\"http://stangtv.com/photos/data/518/KH_MustangInterior1.jpg\")
\r\nThe interior contains the most detail with black suede and orange accents throughout.
The suspension upgrades are short and sweet, but they managed to work wonders with the car’s handling performance. Eibach lowering springs and sway bars gave the car a lower, more stable ride with the assistance of a BMR [10] adjustable panhard bar. The GT is sitting on a set of 20-inch Pertol Traviata 3-piece wheels by TSW; 9-inches wide on the front and 10.5 on the back. The wheels are wrapped in Toyo T1R 285/35s on the back and 255/35s on the front.
\r\n![\"\"](\"http://stangtv.com/photos/data/518/medium/WheelCloseup1small.jpg\")
\r\nThe new set of Petrol Traviata 3-piece wheels.
Since it’s initial build in 2005, Kris Horton’s ‘Cars By Kris [3]’ Mustang GT has attended many different car shows and won major awards such as ‘Best Ford/GM’ in Irwindale and ‘First Place Late Model car’ in Corona. Horton’s future plans include more car shows such as SpoCom, Queen Mary, and some of the big Ford shows in the southern California area. Currently, Kris’ Mustang has been undergoing a few more altercations to become what some may call the ‘Six Million Dollar Mustang.’ Figuratively of course.
\r\n![\"\"](\"http://stangtv.com/photos/data/518/LoadingBays_1.jpg\")
SPECS:
\r\nENGINE
\r\nDRIVETRAIN
\r\nCHASSIS
\r\nWHEELS & TIRES
\r\nBODY & PAINT
\r\nINTERIOR
\r\n\r\n\r\n\r\n\r\n\r\n
Article printed from StangTV: http://www.stangtv.com
\r\nURL to article: http://www.stangtv.com/features/car-reviews/the-six-million-dollar-mustang-built-better-stronger-faster/
\r\nURLs in this post: \r\n
[1] Forgeline: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.forgeline.com
\r\n[2] Procharger: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.procharger.com
\r\n[3] Cars By Kris: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.carsbykris.com
\r\n[4] ModMax: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.madmaxracing.com
\r\n[5] Edelbrock: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.edelbrock.com
\r\n[6] Image: http://www2.powertvonline.com/digitalads/www/delivery/ck.php?n=12a440&cb=9e281ca147ea71890b95d1655b32161e
\r\n[7] BBK Performance: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.bbkperformance.com
\r\n[8] MagnaFlow: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.magnaflow.com
\r\n[9] TCI: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.tciauto.com
\r\n[10] BMR: http://www.stangtv.com/forum/redirect-to/?redirect=http%3A%2F%2Fwww.bmrfabrication.com
","categoryDescriptionShort":"This month’s feature Mustang, unlike most, began as a brand new car right off the dealership lot five years ago in February of 2005. The proud owner, Kris Horton, grabbed his 2005 Mustang GT with the intent of using it as the ticket for his company, Cars By Kris, into the November 2005 SEMA show in Las Vegas, Nevada. Originally purchased with a Mineral Gray paint job and tan interior, Horton had quite a bit of work set up for the next nine months. Although he kept the paint job, he chose to add some flame graphics to give it a unique edge. The interior was completely customized, and he topped off the build with a set of Forgeline[1] wheels and a Procharger[2] supercharger. Over the next four years, the car underwent small improvements including an engine upgrade and a new paint scheme until tragedy struck during a 2009 car show burnout competition.
","alternateUrlOpenNewWindow":false,"hidden":false,"privateSectionCustomersOnly":false,"thumbnail":null},{"categoryId":1146,"categoryName":"Boss 330 Racing Interview - Overhead-Cam Conundrum - Tech","categoryOrder":591,"categoryDescription":"Nestled in a nondescript blue building about 10 minutes from the Atlantic Ocean, Boss 330 Racing is home to a master of modular-engine building, Al Papitto, who has built a reputation in the overhead-cam community for assembling some of the most potent modular powerplants in the nation. Papitto's powerplants have propelled people such as Bob Cosby to drag-racing championships, and have set modular horsepower precedents, such as with Joe Cermin's 1,400-plus rear-wheel-horsepower Ford GT.
\r\n| This is the stock Ford GT block out of Joe Cermin's 1,000-plus rear-wheel-horsepower twin-turbo Ford GT. You may have caught the full feature on the car in the Feb. '07 issue of MM&FF. Currently there's a Boss 330 motor bolted to the Ricardo transaxle, and Cermin had the original motor at the Boss 330 digs to duplicate the 5.5 mill that he's using right now. The GT blocks offer beefier sidewalls, billet main caps, and unfortunately, no provision for wet-sump oiling. Many builders, including Boss 330, have the block machined to accept a wet-sump pump so they can be used in non-GT applications. The GT blocks, however, have been discontinued by Ford, so jump on one if you can find it. |
The 5.5 modular powerplant is simply a 5.4 that has received a 0.020-inch overbore. The 5.5 mill that Boss 330 was assembling, though, wasn't as simple as that. It was, in fact, a duplicate of the engine that Cermin has already slung beneath the back hatch of his '05 Ford GT.
\r\nWhile the market for GT owners is relatively small, the motor should be quite popular with the growing GT500 crowd, along with Lightning owners who have made the Four-Valve head swap. The only major hiccup to this is that GT blocks are no longer available from Ford, so you'll have to do some hunting to find one if you don't already have one.
\r\n| Where the stock GT rods are an H-beam design, Boss 330 uses Manley's forged Pro Light I-beam design. \"They're basically the same in strength,\" Papitto says, \"however, our connecting rod uses ARP 71/416-inch rod bolts instead of the smaller, stock 31/48-inch 8740 fasteners.\" Also shown is the Boss 330/Mod Max piston, the stock Ford GT piston from Mahle, along with the stock wristpin, and the Boss 330 180-wall, tool steel wristpin. |
The next piece of the puzzle is the induc-tion, and here we start with the stock GT cylinder heads, which are then ported and polished by Kris Starnes. Papitto installs new valveguides and his own custom valves and valvesprings. He swaps out the stock single coil design for his own double-coil piece that offers more seat pressure. This is required as the camshafts that will be going into the motor are slightly more aggressive. If you want the specs, you'll have to talk with Papitto, but we doubt he'll tell you either.
\r\nAs a custom engine builder, Boss 330 can pretty much build you anything, from a 500hp naturally aspirated 5.4, to an American Iron engine, to a full-tilt 900hp EFI Renegade powerplant. In the realm of Ford modular engines, Boss 330 Racing has been there from the beginning, learning from its own experience as well as that of its customer base. Here's what Papitto had to say on a number of topics:
\r\nMM&FF: How did you get started building engines, and how long have you been doing it?
\r\nPapitto: The pros of modular engines are that they're a modern design and, up to a point, are actually less expensive to build than a pushrod 5.0. It's no secret that the stock 5.0 blocks and cranks fall apart just past 500 hp. The modular engines can be pushed far beyond 500 hp using a production block, crank, and heads. Some examples are the supercharged Two-Valve pump-gas engine that makes 700 hp and the supercharged Three-Valves that make more than 800 hp with a cast stock crankshaft. The Three-Valve engine did fail after a year-it broke the nose off the stock cast crank due to the extreme loads put on the front of the crankshaft by the drivebelt spinning an F1R ProCharger. Another example of a Four-Valve is a turbo-charged 5.4 Navigator-based engine that put out more than 1,000 hp. All of these examples used stock Ford blocks, cranks, and cylinder-head castings. An extreme example is a twin-turbo 5.4 Ford GT that is street driven and puts out more than 1,400 hp.
\r\nThe overhead-cam design allows for a light and strong valvetrain. My own 5.4 has been running for two years at speeds over 8,800 rpm without any sort of valvetrain problem. The Four-Valve cylinder heads have great airflow potential to go along with the tough valvetrain. To get anywhere near these numbers with a 5.0 would just about require the engine to be totally built with aftermarket parts.
\r\nThe cons are at some point the production parts are not strong enough to make really big power numbers, and there are almost no aftermarket blocks, cranks and heads for the modular engines. Also, the modular engine series is displacement limited by its small bore centers.
\r\nMM&FF: How did you come to specialize in modular engines?
\r\nPapitto: After 20 years of drag racing motorcycles, including four years of Pro Stock Bike, I had a lot of experience with overhead cam, multivalve engines. When I stopped racing Pro Stock bikes, I started playing around with my '97 Cobra that I owned for about a year. The first modular engine that I built was a 5.4 Navigator-based engine-it produced over 420 hp on UPR's dyno. I had fun building that engine; the big Four-Valve heads had a strong resemblance to the Four-Valve Suzuki engines that I had raced for years. After that, the phone started ringing-people were interested in Four-Valve engines. I took the car to Dave King's Modular Shootout in Maryland, and it won the Four-Valve naturally aspirated class. I beat on that Navigator engine for over a year, and a failed oil pump eventually killed it.
\r\nMM&FF: What are the most common misconceptions that people have regarding modular engines?
\r\nPapitto: That the engines are weak and too complex.
\r\nMM&FF: What are the weakest parts of the 4.6 and 5.4 engines, and at what power level do they become an issue?
\r\nPapitto: The stock connecting rods, pistons and, in some cases, the stock oil pump. [Regard-ing the second part of your question], I would say around 450 hp. There are some cases where I've seen stock early Cobras make over 550 with no problems. The '03 and '04 Cobras, by virtue of having Manley H-beam rods and forged pistons, do quite well at 550 hp or so. Much beyond that level, the main caps on the two-bolt main iron block begin to move around enough to transfer metal from the caps to the block.
\r\nMM&FF: Boring and stroking the modular motor-is one better than the other? Why?
\r\nPapitto: The 4.6 stock has a fairly long stroke, and a good bit of the piston skirt comes out of the block at bottom dead center. Adding 0.200 inch of stroke pulls even more of the piston out of the block. In the case of the 5.4, the stock 4.165 stroke is long to begin with. This is one area where the small 3.572-inch bore is actually good. It makes for a light piston/wristpin assembly that lowers the tensile load on the connecting rod and rod bolts. It's common practice to use a 0.020-inch oversize piston, and this gives no problem. We have a few engines running around that are 0.040 inch oversize. In the case of the big bore, it requires resleeving the block to accommodate the 3.700-inch bore. This is made possible because the aluminum block has siamese-bore construction. The big-displacement engines won't show a large gain in power unless the heads/cams, intake, and exhaust system are modified to feed the larger displacement.
\r\nMM&FF: What are the best blocks to use and why?
\r\nPapitto: In the case of the 4.6, the OEM iron blocks are cheap, and they hold up well in limited-power applications. The early '92-'99 aluminum blocks (commonly known as the Teksid block) were cast in Italy and are regarded as the best of the 4.6 blocks. John Mihovetz has run 6.60s at over 210 mph using the production block. The later aluminum blocks, first cast in Canada and then in Mexico, are regarded as being less desirable than the early Teksid block, but I haven't had a problem with any of them. In either case, the aluminum blocks have the advantage by being 65 pounds lighter and having four-bolt main caps.
\r\nIn the case of the 5.4, you really only have two choices: the early iron block used from 1998 to 2002 and the NVH block. The early block weighs 189 pounds. The NVH block has more metal on the sides and in the main webbing and weighs about 205 pounds.
\r\nThe alternative is the aluminum block from the '05 Ford GT. These blocks have enormous strength, billet-steel main caps, and thick webbing everywhere. The Ford GT block weighs about 125 pounds. The drawback is they're expensive; there's no provision to use the standard modular-style oil pump as the Ford GT uses the dry-sump oil system with the external pump. The blocks were built in limited numbers and are becoming hard to find.
\r\nMM&FF: What's the best setup: Two-Valve, Three-Valve, or Four-Valve?
\r\nPapitto: Two-Valve engines can make good street engines with small superchargers, but they are rpm-limited by the lack of airflow. Three-Valve engines are prone to detonation caused by the spark plugs. There are only two choices for spark plugs, and they have a very hot heat range. They also have a weak spot in the cam phasers, which are not strong enough to deal with the increased loads associated with stronger-than-stock valvesprings. If you're looking for maximum modular power, the Four-Valve heads are where it's at. The efficient combustion chambers, big airflow, and lightweight valvetrain makes the Four-Valve heads the only choice for big power and high rpm.
\r\nMM&FF: Do you see a lot of people looking at the 5.4 instead of the 4.6?
\r\nPapitto: Not really. The 5.4 will physically bolt right in, but there are difficulties associated with the exhaust and intake manifolds. Sullivan Performance was the first and only company offering an aftermarket intake manifold. Its short runners work well with high-rpm or supercharged applications.
\r\nMM&FF: How hard is it to drop in a 5.4 where a 4.6 used to be?
\r\nPapitto: The 5.4 will bolt right in. Stock Cobra exhaust manifolds will clear the frame. I'm not aware of any aftermarket header that will work with a 5.4 and SN-95 chassis. The intake manifold presents a big problem. Sullivan Performance offers an intake manifold designed to work with Navigator heads and a 5.4 block. The Shelby GT500 manifold will only work with GT500 or Cobra R heads.
\r\nMM&FF: Are you familiar with Steve Erickson's 5.4 swap kit and, if so, what are your thoughts on it?
\r\nPapitto: Yes, I am. Steve has put a lot of effort toward making this work using all factory Ford parts. His swap is based around the Australian Falcon 5.4 intake manifold. This manifold has ports designed to work with the '03-'04 Four-Valve head.
\r\n","categoryDescriptionShort":"\r\nNestled in a nondescript blue building about 10 minutes from the Atlantic Ocean, Boss 330 Racing is home to a master of modular-engine building, Al Papitto, who has built a reputation in the overhead-cam community for assembling some of the most potent modular powerplants in the nation. Papitto's powerplants have propelled people such as Bob Cosby to drag-racing championships, and have set modular horsepower precedents, such as with Joe Cermin's 1,400-plus rear-wheel-horsepower Ford GT.
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