New England Motorsports  

Go Back   New England Motorsports > NEMS Automotive Forums > Tech

Reply
 
Thread Tools
Old 01-01-2010, 01:29 PM   #31
LSX-STANG
20 west club
 
LSX-STANG's Avatar
 
Join Date: Jul 2006
Location: AUBURN MA
Posts: 4,501
Quote:
Originally Posted by Snakecharmer View Post
probably at least 200 right?
more like 500.00

http://bowlertransmissions.com/itemdetails.aspx?iid=529
__________________
94 GT, 363 Dartblock YSI-R Renagade 800hp/690 ft tq


__________________
LSX-STANG is offline   Reply With Quote
Old 01-01-2010, 10:08 PM   #32
bigjohnson4.6gt
Registered User
 
bigjohnson4.6gt's Avatar
 
Join Date: Aug 2007
Location: auburn
Posts: 398
Send a message via AIM to bigjohnson4.6gt
Quote:
Originally Posted by OG Killah View Post
No it isn't. Different heads, intake and cams. Same POS crank, rods and pistons as the auto Mach 1's though. The 5 spd ones had the good crank that comes in all mod motor cobras.

Mark 8 motor is worth it only if you are going to keep it stock. Other than that buy it for the block only, its a Teskid aluminum. You can't ask for a better factory block. Run the 99+ heads/intake on it and you will be good to go. If you want to run boost then you are better off with using the Mark 8 motor as a core for a much better motor with the Teskid block.

Those motors are so much better than the pushrod motors. Stock DOHC cobra motors in a notch will run 12's easy. 10's on nitrous. You want to get really nuts you could do a BB 5.0 stroker DOHC and run 10's on motor alone.
Thanks for clearing that up, didnt know it had the teskid block
__________________
1989 LX Hatchback- under construction
bigjohnson4.6gt is offline   Reply With Quote
Old 01-01-2010, 10:09 PM   #33
bigjohnson4.6gt
Registered User
 
bigjohnson4.6gt's Avatar
 
Join Date: Aug 2007
Location: auburn
Posts: 398
Send a message via AIM to bigjohnson4.6gt
Quote:
Originally Posted by 9greeNotch3 View Post
^Do you work at Home Depot in Auburn?
yup, see your car all the time
__________________
1989 LX Hatchback- under construction
bigjohnson4.6gt is offline   Reply With Quote
Old 01-02-2010, 01:54 PM   #34
massacre
large member
 
massacre's Avatar
 
Join Date: Oct 2007
Posts: 122
Quote:
Originally Posted by SB03Cobra View Post
iron blocks have been to 2500. so have teksids. people want an arm and a leg for teksids. its a good block but certainly not worth what people want for them.
$300 is an arm and a leg?

Teksid block is great, only people who diss them are those who don't have one.
If it's a 1st gen. Mark, do yourself a favor and upgrade the oil pump/pickup tube to the high-flow pump/tube. The early 4Vs got the lo-flo 2V pump for some reason.

Does someone make a carb manifold for B-heads?
I was only aware of C-head carb intakes.
C-head swap is easy BTW.
Terminator, Navigator, Mach 1, Marauder, '99-'01 Cobra and '99+ Continentals got the C heads.
Also early 4Vs are waste-spark and use coil packs, the later 4Vs use COP ignition.
What are you going to run for a computer?
massacre is offline   Reply With Quote
Old 01-02-2010, 08:09 PM   #35
pkstang
Registered User
 
pkstang's Avatar
 
Join Date: Feb 2004
Location: central mass
Posts: 305
B/Swirl Port: (93-97 Lincoln Mark VIII, pre 99 Lincoln Continental, 96-98 Cobra).
The first and only production Ford head with two (square primary, round secondary) intake ports per cylinder, these swirl port castings arrived first in the ’93 Lincoln Mark VIII. Aptly named, due to the way they promoted the incoming air to swirl into the combustion chambers, much like water running down the drain of a once full sink.
Through the years these heads have proven themselves to be excellent high rpm (8000rpm+) performers—mainly in power adder applications--since their tremendous combined intake port cross sectional area and volume (when combined, a full 55cc more than any other 4.6L head design) provide for exceptional power production in the upper regions of the tach. Ironically, it’s those same big, beautiful, twin ports that also prove to be the B head’s largest inherent design flaw. The extra intake port size has a tendency to kill low/mid rpm intake port velocity and power production—hence the use of Ford’s first IMRC (intake manifold runner control) intake on the 96-98 Cobra. By allowing air to reach only one of a B head’s twin intake valves, velocity, and therefore low/mid range torque production was restored in situations under 3250rpm. Later head designs are clearly superior in this regard, which happens to be the one of the most important considerations for those wanting a stout street motor.
There is also some controversy over the single fuel injector/dual intake port setup. Some claim insufficient air/fuel mixing because of the compromised design, however, others contest that the ability to make 1000+rwhp with only minor porting and some form of power adder is testament to the contrary. Whoever you believe, there is little doubt that even after as little as 8,000 miles, carbon and other deposits tend to form on the secondary ports, causing a major airflow impedance, as there is no fuel present to clean them. B heads feature a somewhat small stock exhaust port that really hinders flow in power adder applications. Major gains from porting come with a quality valve job, some pocket and lots of exhaust work. There really isn’t a lot of material to remove from the intake ports themselves.
The Bottom Line: B heads aren’t the best choice for a naturally aspirated street motor. In order to really shine, they need to be paired with a power adder and a short block that can sustain high horsepower and rpm levels. These, the oldest heads, may still be a great choice for full race applications.

Stock Intake Choices: ‘93-‘97 Lincoln Mark VIII, ‘96-‘98 Cobra.
Aftermarket/Modified Stock Intake Choices: stock, short runner, HCI
B head dimensions: Combustion Chamber: 52cc, Intake Port Vol.: 107cc primary (square), 115cc secondary (round). Intake Port Entrance: 1.500x1.300” primary (square), 1.660x1.400” secondary (round), Valves: 37mm Int., 30mm Exh.

C/Tumble Port: (99/01 Cobra, 99 Lincoln Continental).
These second-generation Ford DOHC heads feature a single intake port per cylinder with a smaller cross sectional area that boosts incoming airflow velocity compared to previous years. To understand how C heads earn their “tumble port” designation, try to imagine an Olympic high diver doing repetitive front somersaults before cleanly entering a pool at the bottom. This controlled tumble allows for better air/fuel mixing than in the earlier swirl port heads. The new port design allowed for both substantial increases in midrange torque, and superior horsepower production under 8000rpm when compared with earlier heads. Combustion chamber size is also up 2cc.
The design downfall of C heads, and their larger (5.4L Navigator) cousins, is the relatively flat floor and utter lack of a short turn radius in the throat of the intake port. As such, the incoming air tends to overshoot the valves, making the port think the valves are smaller than they actually are. Some ‘99/’01 Cobra owners reported a “ticking/pinging” noise coming from the drivers side head of their cars. This is due to insufficient cooling around the #6, 7, and 8 cylinders that allowed the valves to overheat and therefore seat improperly. Ford remedied the situation by issuing a TSB to remove and replace the affected heads with a version that featured altered coolant flow.
C heads feature a small exhaust port much like Ford’s earlier swirl port heads, but unlike in B heads, both the intake (throat region) and exhaust ports can see extensive porting work. However, removing too much material from the intake port (mouth region) of a tumble port head will kill velocity very quickly, so make sure your head porter knows what they are doing!
The Bottom Line: C heads remain a viable performance upgrade for those looking for more punch in their street driven 4.6L four valve, without having to pay new part prices for the ’03 DOHC or FR500 versions. The increased midrange torque production and greater overall area under the power curve (when compared to swirl port heads) will enhance the performance of a street/strip driven (8,000rpm and under) modular regardless of application.

Stock Intake Choices: ‘99/’01 Cobra, ‘03/’04 Mach 1 & Aviator, ’03 Marauder, FR500.
Aftermarket /Modified Stock Intake Choices: short runner/ported ‘99/’01 Cobra, MP carb/Sullivan intake, FR500, Aviator
C head dimensions: Combustion Chamber: 54cc, Intake Port Vol.: 177cc, Intake Port Entrance: 1.960”x1.350”, Valves: 37mm Int., 30mm Exh.

Navigator: (98+ Lincoln Navigator)
These 5.4L DOHC heads feature essentially the same intake port design as C heads, however they have a much larger intake port volume than 4.6L castings. Despite the fact these heads feature a relatively small exhaust port, the extra intake port volume could be very beneficial in helping fill a motor of greater displacement—think 5.4L. Expect slightly better midrange torque, and sub 8000rpm horsepower production than even C heads, however the larger intake port size leaves a slim selection of intakes to choose from when utilized on a 4.6L block. Forced induction fans take note, Navigator exhaust ports feature a thicker exhaust divider (while keeping the same overall exhaust port size as B,C, and FR500 heads) that allows coolant to circulate through this vital area. Conversely however, the larger divider can also hurt flow by utilizing additional space in the port.
The real downside to Navigator heads, when used on a 4.6L based motor, is the severe limitation they impose on intake selection. The physically larger 5.4L heads don’t leave a lot of room (when installed on a 4.6L block) between them for an intake plenum to sit—though they do bolt right up. Remember that since Navigator intake ports are essentially clones of those of C heads (just on a larger scale), they too suffer from the same intake port flaws that plague the earlier tumble port design--no short turn or floor in the throat of the intake port.
The Bottom Line: The extra port volume the Navi’s possess could be very beneficial in filling a motor with greater than 281 cubic inches of displacement, or in high rpm N/A street/strip or boosted combinations. Fans of boost should remember the cooled exhaust port divider. Lack of intake availability is the real downfall of this otherwise wonderful casting.

Stock Intake Choices: None (4.6L), 98+ Navigator (5.4L)
Aftermarket/Modified Stock Intake Choices: sheet metal, stock
Navigator head dimensions: Combustion Chamber: 53cc, Intake Port Vol.: 184cc, Intake Port Entrance: 2.290”x1.400”, Valves: 37mm Int., 30mm Exh.

’00 Cobra R: (’00 Cobra R)
Cobra R heads are bar none the best Modular heads available today. However, their extremely scare supply makes them both ridiculously hard to find, and unbelievably expensive.
Initial performance results are understandably hard to obtain, however Al Papitto reports that with only 25hrs of port work into the his new ‘00R heads, they have already eclipsed the performance of his old Navigator heads with months of labor in them. These heads feature larger intake and exhaust ports, +1mm larger exhaust valves, and a dry exhaust port divider. Cobra R heads also require the use of a specific valvetrain not shared with any other modular application due mainly to their overall physically larger size. Al also claims R heads have too much port volume for a street/strip 4.6L application; only consider them with a larger 5.4L motor or a serious 4.6L race application paired with some form of power adder.
The Bottom Line: The best heads you can or can’t find for a Modular four valve motor.
You are as likely to come across a set of these Modular “Godfather” heads as you are to be Brittany Spears’ next uterus masseuse. Though based on their performance abilities, you may want to start saving, just in case…
Stock Intake Choices: None (4.6L), ’00 Cobra R (5.4L)
Aftermarket/Modified Stock Intake Choices: Sheet metal
’00 Cobra R head dimensions: Combustion Chamber: N/A , Intake Port Vol.: N/A , Intake Port Entrance: 2.370”x1.300”, Valves: 37mm Int. 31mm Exh.
Stock Intake Choices: ‘00R
Aftermarket Intake Choices: Sheetmetal.

FR500: (FRPP)
The sole “aftermarket” offering of the bunch, these high flow heads feature a modified C head intake port combined with the smallest port volume of the group—it seems Ford meant to design these heads for high performance naturally aspirated applications. With the same small standard exhaust port as most other DOHC heads you will still have to remove a decent amount of material from the exhaust ports. Port entrance shape/size remains identical to C heads so finding an intake isn’t hard. These heads are capable of producing power beyond 8000rpm, where earlier versions of the tumble port castings begin to lose their luster. FR500 heads are prone to the #6,7, and 8 cylinder cooling problems as well. Major intake port differences between these and earlier tumble port heads include a raised intake port roof, and a real short turn radius that better directs the incoming air into the combustion chamber; not over the valves like in earlier versions of tumble port heads. These heads also feature a dry divider in the exhaust port, which allows for greater flow, but also higher temperatures. Though improved, the heads can still use some TLC from a quality porter to smooth the roughly finished and newly implemented short turn radius, and the standard exhaust treatment.
The Bottom Line: Outstanding performance heads, with exceptional low and mid lift flow capability. The FR500s only real fault is that the newer ’03 DOHC heads provide near identical performance capability (much better on the exhaust side) paired with a cost differential that is approximately two-thirds less than the FRPP castings. Still a great choice for any application, the heads readily pair to a wide variety of stock and aftermarket intakes.
Stock Intake Choices: ‘99/’01 Cobra, ‘03/’04 Mach 1 & Aviator, ’03 Marauder, FR500.
Aftermarket /Modified Stock Intake Choices: short runner/ported ‘99/’01 Cobra, MP/Sullivan carb intake, FR500, Aviator.
FR500 head dimensions: Combustion Chamber: 53cc, Intake Port Vol.: 160cc, Intake Port Entrance: 1.960”x1.350”, Valves: 37mm Int., 30mm Exh.

‘03 DOHC head: (‘03+ Aviator, Marauder, Cobra, Mach 1, Australian Boss 260/290)
Featuring a nearly identical (though 17cc larger in volume due to the fact that they are also used on the much larger Australian Boss 260/290 5.4L DOHCs) intake port to the FR500 head, but combining it with a newly designed, larger and more rectangular exhaust port, these may be the best all around DOHC Ford heads ever manufactured. The improvements made to the intake port shape over previous years include a raised port roof and the introduction of a short radius turn in the throat of the intake port that helps assure the incoming air charge finds the combustion chamber. For those with a forced induction street/strip motor, these are without question the best heads available, and as with the FR500s, they should produce great power up to and beyond 8000rpm regardless of application. ’03 DOHC heads also feature higher quality head castings from the supplier, which is at least partially responsible for the modest increase in flow vs. earlier castings--chalk that up to Ford’s revised quality control standards.
Early runs of the ’03 DOHC head fell victim to the same #6,7,8 cylinder coolant flow problems as earlier tumble port castings. In mid ’03 Ford made a running revision to the ’03 DOHC heads that allowed for more coolant to circulate through the affected areas. A blue mark on the driver’s side head indicates an updated casting, and there are no additional revisions to the ’04 version of this design.
The Bottom Line: On all accounts these are the best modular four valve heads currently available. They combine the exceptional flow of a slightly larger FR500 intake port with a gigantic new rectangular exhaust port.

Stock Intake Choices: ‘99/’01 Cobra, ‘03/’04 Mach 1 & Aviator, ’03 Marauder, FR500.
Aftermarket/Modified Stock Intake Choices: short runner/ported ‘99/’01 Cobra, MP/Sullivan carb intake, FR500, Aviator.
’03 DOHC head dimensions: Combustion Chamber: 52cc, Intake Port Vol.: 177cc, Intake Port Entrance: 1.960”x1.350”, Valves: 37mm Int., 30mm Exh.


In Conclusion
Our panel of experts surmised that aside from the nearly unobtainable ‘00R heads, the ’03 DOHC heads are without question the right choice for your Modular four-valve performance application . The combination of a slightly larger FR500 intake port and modified throat region, coupled with a new larger rectangular exhaust port, and a relatively low price (due to it’s widespread use in the Ford organization) makes the ’03 DOHC casting the current head stud of Ford’s Modular stable.
After porting, the relatively small stock valves/seats become the most serious flow limitation; as such aftermarket replacements should be a serious consideration for those looking to squeeze every last drop of performance from their DOHC heads.
pkstang is offline   Reply With Quote
Old 01-02-2010, 08:34 PM   #36
pkstang
Registered User
 
pkstang's Avatar
 
Join Date: Feb 2004
Location: central mass
Posts: 305
Quote:
Originally Posted by 9greeNotch3 View Post
The only reason i was considering this is b/c or how cheap i could get the motor for.
if that's the case then stick with what you got and save for some heads and intake
pkstang is offline   Reply With Quote
Old 01-03-2010, 02:06 AM   #37
SB03Cobra
Slowbra
 
SB03Cobra's Avatar
 
Join Date: Feb 2008
Location: Worcester
Posts: 1,538
Quote:
Originally Posted by massacre View Post
$300 is an arm and a leg?

Teksid block is great, only people who diss them are those who don't have one.
If it's a 1st gen. Mark, do yourself a favor and upgrade the oil pump/pickup tube to the high-flow pump/tube. The early 4Vs got the lo-flo 2V pump for some reason.

Does someone make a carb manifold for B-heads?
I was only aware of C-head carb intakes.
C-head swap is easy BTW.
Terminator, Navigator, Mach 1, Marauder, '99-'01 Cobra and '99+ Continentals got the C heads.
Also early 4Vs are waste-spark and use coil packs, the later 4Vs use COP ignition.
What are you going to run for a computer?
yea im wicked pissed i dont have a teksid block
SB03Cobra is offline   Reply With Quote
Old 01-03-2010, 10:49 AM   #38
massacre
large member
 
massacre's Avatar
 
Join Date: Oct 2007
Posts: 122
Quote:
Originally Posted by SB03Cobra View Post
yea im wicked pissed i dont have a teksid block
Didn't say that, Fran-
All I'm saying is-I never hear people who have teksids saying anything bad about them.
The only negative comments I hear are from non-teksid owners.
massacre is offline   Reply With Quote
Reply

Bookmarks

Thread Tools

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -5. The time now is 08:14 AM.


Powered by vBulletin® Version 3.7.0
Copyright ©2000 - 2014, Jelsoft Enterprises Ltd.