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Coyote Series Engines
The 351 big bore/stroker kit lives!
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<blockquote data-quote="americansteel" data-source="post: 13767402" data-attributes="member: 149471"><p>[ATTACH=full]534910[/ATTACH]</p><p>this is what a 6.2l in a 2010 mustang looks like! pauls high performance. I talked to the owner about this setup. with extensive tuning and custom cams with fox lake ported heads paul got it to 10 seconds with out nitrous. this is with the factory truck intake manifold which in its self is very restrictive for RPM use in racing. the 6.2l cam covers alone are massive the truck intake is designed for use with long runner's and short duration cam shafts to make low RPM power and torque. weighs under 600LBS the 5.0 weighs 444lbs. I love OHC engine designs but what I don't love is that ford's engines use tiny bore's except for the 6.2l. I completed my crown vic project with fabbed cam cover and of course a intake for street use in a car the result was smaller package than what ford offers in the raptor and super duty trucks. 4 valve and 3 valve heads only showed what the problem that was ford's easy answer to making power with out having to make an new engine, yet what happened? mustangs were still getting beat by LS equipped cars. with my 6.2l and other 6.2l engines I have built i get more power out of the 6.2l than a stroked 351 Windsor. i did a comparison test a 383 Windsor PR against the 6.2l at 379cubic inches same cam shaft grinds at .510 lift and 236 duration both using 10;1 CR and 105MM TB's the 6.2l out powered the 383 by 61HP. sorry i had to re edit. a blower for a 6.2l is around 100 pounds you are right but the benefit of the extra cubic inches and forced induction is a lot more than what a 5.0 could make with the same boost level. im glad ford went to OHC engines i just wish they were engineered better and had bigger bores. of course there would be no need for 4 valve heads. and to me ford wasted money on the modular engine program.</p></blockquote><p></p>
[QUOTE="americansteel, post: 13767402, member: 149471"] [ATTACH=full]534910[/ATTACH] this is what a 6.2l in a 2010 mustang looks like! pauls high performance. I talked to the owner about this setup. with extensive tuning and custom cams with fox lake ported heads paul got it to 10 seconds with out nitrous. this is with the factory truck intake manifold which in its self is very restrictive for RPM use in racing. the 6.2l cam covers alone are massive the truck intake is designed for use with long runner's and short duration cam shafts to make low RPM power and torque. weighs under 600LBS the 5.0 weighs 444lbs. I love OHC engine designs but what I don't love is that ford's engines use tiny bore's except for the 6.2l. I completed my crown vic project with fabbed cam cover and of course a intake for street use in a car the result was smaller package than what ford offers in the raptor and super duty trucks. 4 valve and 3 valve heads only showed what the problem that was ford's easy answer to making power with out having to make an new engine, yet what happened? mustangs were still getting beat by LS equipped cars. with my 6.2l and other 6.2l engines I have built i get more power out of the 6.2l than a stroked 351 Windsor. i did a comparison test a 383 Windsor PR against the 6.2l at 379cubic inches same cam shaft grinds at .510 lift and 236 duration both using 10;1 CR and 105MM TB's the 6.2l out powered the 383 by 61HP. sorry i had to re edit. a blower for a 6.2l is around 100 pounds you are right but the benefit of the extra cubic inches and forced induction is a lot more than what a 5.0 could make with the same boost level. im glad ford went to OHC engines i just wish they were engineered better and had bigger bores. of course there would be no need for 4 valve heads. and to me ford wasted money on the modular engine program. [/QUOTE]
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