Nice to see some info on these old 2 valve engines. Shame Ford didn't put this kinda effort into them from the factory. They were great engines, just a bit anemic.
they made them that way so they last much longer then anything else. I still say the 4.6 is just two 2.3 4cly engines put together at the crank, that would explain why they have so much low end torque. Could have made it make more hp but they didn't want to risk the extra stress when they just wanted something that would last.
@@maxskullic9879 they make alot of low end torque from the extremely long intake manifold runners and the stroke length, its pretty easy to make em rev to 7 grand with a trick flow top end kit and cams
@@chrishansen7004 honestly they weren't bad for the displacement for their time people kind of expect a little too much from them imo. They can make every bit as much power or more as the old 5 liter engines did with less displacement and they aren't lacking on torque. They're good engines for what they are.
@@midnight347 Not to mention, they have factory oem options to swap induction, and more importantly, heads that flow 230+cfm untouched. On 281 cubes, thats gonna be a healthy combo.
Amen to that. Grandfather bought a 97 4.6 brand new as well as a 2004 5.4 brand new. Put the same flowmasters on each truck and the 4.6 sounds so much better.
I remember the 4.6 in a Crown Vicky was a smooth peppy little engine, but these mods really make it come to life. Especially for a light weight Mustang
The 4.6 2v is a golden engine. Even with 14:1 compression they run for ever and ever and ever lol. They never lose compression or power as long as you do your maintenance. Only gotta worry about the timing components. Do them ever 120k and youre good to go! They always get decent mpg even when built. I love this engine
Mine just hit 70k miles lol I had to have the engine rebuilt because it blew both headgaskets. And it's stock lol, very smooth running engine compared to my geo metro 3 cylinder
@@basicallyjayden1 Ive never had any timing issues. Only lasher ticks on old 2vs. Dont worry much unless you see material in your oil when changing. Plenty of stock timing components out there with 300k miles
Brother, I want you to know... Back in the day when you did this series I became your biggest fan! I built many 2V's and I love them.. We now have a 2V with a Carb and N20 in a 96 GT running low 5's in the 1/8 and high 8's in the 1/4... To my knowledge... I don't think anyone has ran faster on N20... Bad new is we are tapped out... At 304" the amount of Nitrous we are spraying will back up in the manifold and make a cool cloud above the Carb while going down the track!!!
Put a blower on it to shove it in? LOL Tim Matherly from MV Performance used to fly (8's in 1/4) with stock cast crank, pistons and rod topped off with those Trick Flow Heads. That is the secret. His car had a street blower and five speed at that and was heavy. Pretty impressive.
@@lifewithanxietyeveryday5897 while it has its issues... I agree with you! They are everywhere in wrecking yards and can be built up to Coyote type performance pretty easy... I have personally made over 2hp per ci ( 304" ) NA with a 2V and over 4 digit power on N20...
Richard A lot of us young guys are into these modular motors because the cars they're in are fairly old and cheap to get nowadays. That being said, I would love to see more videos on them. Possibly budget builds, street builds, different head/cam/intake combinations. It would be cool to see how much money makes what kind of power with these engines, and at what point does boost and power adders make more sense than a hot N/A build.
An awesome motor is an awesome motor. I don't care about brand. Show us a Honda K Series! I'd put that engine in anything. They can make such insane power and the mods are endless.
Kudos for giving the old NPI stuff props. I payed $1300 for my 1996 GT auto. It went high 13s with very very few mods and on stock gears. There's a whole lot of fun to be had for cheap.
I know this is old, but what mods did you do? I have a 96 GTS auto. Got it for pretty cheap as well. Beat up daily driver for me. Brought it to the strip and pretty sure it did low 15's. But gotta pull my old timeslips out.
@@marcludwick512 First mods i did that woke it up tremendously was a 99+ PI intake manifold and matching PI cams. I sourced these from a wrecked 2011crown vic. Only other bolt ons were a 70mm tb and a short ram cold air which probably add zero hp and a 3 inch x pipe which is probably overkill for a 2v but sounds wicked. For an auto trans, i reccommend jmodding it so it goes for a long time. J modding keeps the trans healthly by firming/quickening up the shifts. It may seem scary to dive into a trans but its pretty easily if you follow along a vid of someone doing it. It ca be done in the car and i would get done sooner rather than later. If youre really looking to impove ET's and have the money, a converter while youre performing the jmod would be a huge impovmemt.( Ive gone 12s spraying on a stock converter so not a "must" but its great for a NA car trying to get a good 60 foot). Only suspension goodies it has is upper and lower control arms in the rear, removed the front sway bar, fresh 90/10 front and 50/50rear shocks and installed a good set of MH tires. It ran low 14s high 13s regularly here in Iowa at Humbolt County. Pretty average DA driving an hour to the track n back. Weight reduction is really helpful too. I got my 96 Gt weighing about 3200lbs with me in it so its got a good 200lbs+ removed from it while staying mostly full interior.
@@marcludwick512 Yep. Npi heads and bottom end, pi cams and intake. Weight reduction was a ton of small stuff, ac delete, front sway bar, gutted trunk, no rear seats or trunk panel. Manual seat slider and lightweight seat, catless x pipe with dumps rather than the 6 cat midpipe and stockexhaust. It adds up quick
Thanks for giving the 2V mod motors some love! Build one up and hit it with 30+ boost. (Turbo Baby)...TEA has a ported Trick Flow head you can use.. DO IT.. Love the vids btw..
2 valve love finally.Have a 98 pi swap with bullit intake and it scoots for what it is and now I know why it's pushing a lot more then what I thought it was
This gives me so much hope for my new edge. I've got to figure out how to do heads, can and timing. I literally bought this car to figure out how to do that. We will see how bad I mess it up. Your videos rock ,👍 please keep them coming.
I have a 97 4.6 tbird that I plan on doing these very upgrades to. Plus 4:11s, a racing torque converter and posi traction. It’s going to be a fun sleeper.
Ford put OHC but used 2V only, just like a pushrod motor but with a taller head. they should've at least tried to go 3 valve. effective areas of differing valve quantities as proportion of cylinder bore. 2 valves = valves are 50% of cylinder bore area 3V = 64% 4V = 68%
Would be cool to see what the 3v and 4v 4.6 combos can do as well, doesnt look the power is great but it has solid torque for its size, maybe even a 4.6 vs a 4.8 shootout
I have pretty much that same build sitting on my engine stand and need to quit slacking and drop it in my stang. This is the motivation I needed to see.
Very much so! You've got to think, back in the day, the Ford top of the mill 289 made, what, 306 after Shelby got done with it? A regular mill 289 made, what 270 or so? That has to mean something right? I love the damn 2V 4.6's!!
@@TheVenom8343 I believe the old gt40 ran off a similar block and the drivers wanted mo powa bby so they finally went to big block but gotta love a small v8 outrunning some of the newer tech
@@TheVenom8343 I also love the 4.6/5.4 2v's!! Everyone dogs them out and believes that they are gutless turds.... That's one of the reasons why I love em. I love the underdog! And the look on their faces when you tell them that they got outrun by a 4 6 2v😏.. And they are bullet proof! I've personally seen dozens of them with 500k+ miles on unopened ones, and one with a little over 760k miles with no smoke or rattles! I own a 98 Mustang GT 4.6 2v with 520k original miles and never had a valve cover off. And it starts every time I turn the key, and it's never left me beside the road..
@@robinesavage404 the reliability is Awesome, but I've Always disliked mine when it came to making power(and the pathetic TR3650 trans). I kept it stock for YEARS until I swapped it out(the aftermarket was poor and Fast examples were far and Very Few... especially for the money). It has it's horrible stigma for a reason.
@@TheVenom8343 The race prepped 289 FIA Cobra and Daytona racers were the closest analog to what Richard built for this test, they made 385 HP in endurance trim.
03/04 heads for street and anything below 8000 rpm, the dual runner b heads are better above 8000 but the later c heads still make good power up there too
Love your channel. I miss my mm and ff. I read them every night. My kidneys quit in 2009 and my eye site got bad because of it so I can’t read my mags but your videos make up for it.
I love the 4.6. Have one in my 96 Tbird. PI head swap with 262 cams, longtubes, and a tune. Dyno'd a touch over 300 to the ground. Recently got an SVO supercharger so working on fitting that up next.
SVTBird96 did the head studs from the old non-PI heads work on your head swap? Im wanting to put a Non-PI bottom end in my 2002 GT when the engine gives way. Get those compression numbers up with my stock PI heads, cam, and a tune. Thoughts?
@@obran003 better if you get an aluminum 4v engine if youre really after a compression bump. Iirc 4v pistons with a PI combustion chamber will get you to around 13:1. Youll have to notch the pistons in the 4v so theres no collision though. Plus the aluminum block saves 80lb out the nose of the car. But yes ARP head studs for the PI and NPI are the same. At least from what I have seen.
@@svtbird9613 so the aluminum 4v bottom end, with the 2v PI heads?? I was thinking a full aluminum DOHC 4v swap in my Grand Marquis, but if this is correct, I'll just do an Aviator block and pistons
@@yeanah2571 Im not sure about the Aviators but internals but Id recommend using the complete long block. 4vs flow WAY better than 2vs. I just stick with 2vs cause Im weird.
channel is getting better and better dude. when you mention a supplier have you thought about calling them and setting up affiliate links if there interested. even if you link their website and get them a traffic bump they might hook you up with some gear to do more testing. It would be super ace to get advertised flow data for heads and see how that translates on the dyno. The content you making from mining old data is ace. can't wait to see what you can do when you get the rev stream you deserve.
The pi heads on the non pi bottom end worked way better than I expected it would, those 4.6 motors have a reputation for being terrible to modify for power.
don't get me wrong the coyote is a very capable engine and in some ways better than the LS stuff but usually it comes down to cost and you just can't beat the LS for dollar per HP.
Love the video man!! Fan of all your videos but I'm starting a build with the 2v non-pi block an eventually forced induction but your videos give me a clear view of what to expect an tips for everything else! Keep it up Man great work!!
@@canadianrcs9931 Correct, you have to change so many parts you're just better off getting the whole thing. I did my homework back in the day and did a 4V swap on my 1996 GT with a Mark VIII engine.
@@canadianrcs9931 In the case of a full 4v engine swap, are there any adaptations necessary in terms of engine mounts and other things such as accessories (A/C compressor, water/oil pump, pulley, etc)? Or the underside of both are identical in that aspect?
02' Mustang GT with , 2v 4.6, 5 speed. Did : Vortech S Trim, Intercooler, 42lb injectors, long tube BBK's, high flow cats, Flow masters, steeda springs, lower 1" , Tokiko Struts/shocks, Steeda front/rear sway bars, Cobra Brakes, Sub frame connectors to tighten the convertible chassis, competetion shifter and clutch. Pre work dyno=220 hp @ rear wheels, Post modifications Dyno= 399.2 rear wheel hp, 385 lb torque. Woke it up. Bad Ass "BadHorsi". Still driving it hard 18 years later. Love it. About to put new paint and new Lemans Gold Metallic stripes. Love this car/engine.
I'm a older Ford guy and enjoy watching Richard's videos! I'm building a Mustang 1994 with a 1994 Mark 4.6 4 valve. I want to put 2 turbo's on it. What can I do to keep it simple.
Rich, I am a subscriber. And you make quality videos. But I feel the information you present can be misleading to viewers without a mechanical background. Your engines may make real power and run a few times on the dyno. But while they hold on for those few runs, there is something us engineers call stress fatigue acting on all the stock components over the many life cycles an engine must go through on a daily basis. Most of us 2V guys use them as daily drivers. I'd be very surprised to see a high mileage 2V with the mods you showcase in your videos to be anywhere near reliable or even safe for the road. Racing applications are a different story. Great videos keep them coming 👍
No it’s the Mark 8 or mark vlll as they put it ,, 1993-1998 4.6 dohc 4v per cylinder, basically same engine as 96+ cobra mustang but technically Lincoln MARK8 had it first (1993) and the cobras got it in 96,, don’t believe me do the research buddy
Your right chris cantrell. Just really getting into ford after being a chevy guy for years. Just bought a 07 crown vic p71 and was thinking about a 4v head swap. was really wondering if it will still fit in the engine bay i havent looked to hard but isnt the frame and steering arm kinda close to the 2v heads already. Not sure if 4v heads are bigger or not as far as the dimensions go. But thats fantasy talk really as im sure it would cost many thousands to spec it out properly like i would
I wonder how much vacuum that cammed NPI combo pulled at WOT with the stock intake manifold. Id bet its atrocious. A pi intake manifold would have changed that combo dramatically.
I am a Ford guy, so thanks for making this vid!!👍👍👍 Although, I will say that the 4.6L 2 valve is a pretty anemic engine. 4 valve, supercharged Terminator ftw!!
I bolted on a used vortech v3 kit with lightning MAF and injectors and a kennebell boost-a-pump for $1500 and that puts me over the stock Terminator RWHP. thats without an intercooler. I can Add an intercooler and a pulley swap and get close to 500rwhp. best of all i can drive it without getting into boost and get the factory or better MPG.
My first cars in order 95’ grand marquis gs 98’ grand marquis and a ‘02 mustang GT auto which was a turd but I feel you on the soft spot for these engines lol
Pi did not come out in the crown Victorias until 2001 ...I have a great late non pi engine, a set of pi heads & an Aed m90 Eaton supercharger .... Problem is money spent will not get me the HP gain I want & an lsa swap is cheaper to do in my Ford. The overhead cam timing chains are the weakest link in this engine. LSA or hellcat hemi are the cheapest way to break the 600 hp barrier.
I really love your videos and enjoy information you give. I have a really interesting idea as a test to do. 3 absolutely identical engine builds, ideally with freshly machined blocks, and all identical parts. The test would be putting old rumors to bed. I've heard several people over the years say things like "I've built engines and never used a torque wrench and never had an issue" or "you've always gotta use a torque wrench and torque sequence" the thought is on each build same parts same build but different torque methods on all fasteners. Torque wrench, impact gun, and feeling it with traditional hand tools. I know it would be EXPENSIVE to set up but itd be really interesting to see the dyno results, and if you could do some long term running engine durability.
Richard, you have no idea how many times I have referenced this video! I have a ‘98 GT and I’m currently looking to make the cheapest 12 second car. Got the cat-less H pipe and long tube headers, PI heads with 81k miles (very good condition), PI Intake, and I’m looking at getting a set of Comp Cams that are just slightly smaller than the ones used in the video. For my guy to install it all, combined with the price of the parts… looking at just over $3,000. I got a lot of great deals on my parts, but still, this thing will put down 400hp for essentially nothing in price! I’ll be back with updates
The 4.6l is definitely one of the best sounding mustang engines. Hence since I was a kid, I've dreamed of owning a terminator or putting a terminator engine in a classic mustang.
This was cool, want to see more sohc stuff. Wonder how the 6.2 sohc truck motor would sound in a new edge compared to a 4.6, 5.4 & the new 7.3. Power is great but driving experience means more to me for a street machine. Would love to swap my tired 4.6 for more cubes but if it doesn't sound as good then I'll just stick with the 281. :)
Swap a 5.4 2v bottom end and bore it out to. 5.8 and give it some good compression and a trickflow top end kit it'll make some damn good power and sound ungodly. Pretty easy swap too it's basically a bigger 4.6.
I have a fully forged bottom end with blower cams ready for install. Heads were cleaned up with new seals. No porting. I’ll be throwing on a Vortech V3 with a 3.15 pulley with a 10% overdrive lower and long tube headers. Can’t wait to see the numbers at the wheels.
Hey Richard, a little off topic but it would be cool to see a test of different exhaust sizes after the collector on an NA setup just to see if the bigger you go the more power or if you start to loose exhaust scavenging
Was just about to do this exact build for mi 2001 expidition no nitrous tow rig for my car always good info very helpful to see results of the intended build thanks again lil bit
I had an old 2v. 5.4 in my Z for several years eventually blew it after 2 years of +25lbs. It now has a 5.4 with ported 2v navi heads. Also rebuilding my 4.6 romeo in my work truck with the 5.4 2v heads and a victor intake
Really the 5.4 2v heads fit onto the 4.6 2v really,, wonder if the 5.4 3v crank would fit on the 4.6 as a stoker.. because most of the mod motors are the same parts for the 2v, 3v, 4v engines
@@nuttynut54 the 4.6 and 5.4 are the same block with the 5.4 having a longer stroke(taller deck). Most all 4.6 2 v stuff will fit on the 5.4. Except the intake ive got adaptor plates on all my 5.4s to fit the intakes. There are zero 5.4 2v intakes that are worth the money. Build a custom one or just use the OE truck or 4.6 intakes with the plates. Think i paid 100 bucks a set for the adaptor plates when i got them.
I'd really like to see you do a test of the Trick-Flow 2v heads with Trick-Flow cams and Modular Head Shop's Trick-Flow specific cams. From what MHS says, Trick-Flow's cams aren't designed for their heads. It would be really interesting to see it tested.
@@richardholdener1727 Did you watch the video where it's proven they aren't correctly designed for the heads? I'd love to hear your thoughts on what was shown.
@@cleophusmcgillicutti7408 depends on the internals it comes with.. But the 4v will always make more hp.. Still would be a nice comparo.. When it comes to cost tho the 2v wins, costs less to build n less parts to funk up.. I prefer the 2v..
great to see the full powercurve and show how while it makes 140hp from 260 it really doesn't lose any low end hp or torque, all good to say the peak number but if it takes you a lifetime to get there its no fun
I'm going to need a new engine for my 2000 Mercury Grand Marquis with 270k, I drive 250 to 300 miles a day 4 days a week working for a dental lab. I'm disabled with a bad back so I need help doing any work on my car and I don't make much money. My hope is to build a 4.6 2v on a stand with the intent of 350hp but built for hard driving and high speed burst. Then when the engine in it goes I'll have something much better to go back in... I say I hope because without hitting some very good luck, I don't think I'm going to have the money before the current engine blows up! (and don't get me started on a transmission) Maybe I can find a engine builder that needs long term testing done on a engine or something similar. I know making 200$ a week and not being able to save money to do even basic repairs makes my dream of having a Great Engine in my car is just that, a dream.
Noah P it’s not really that they are lemons 🍋 it’s just not a lot of people know how to take care of them and they treat them like Hondas or beater cars when they’re not designed to be driven like that unless you put the money down to make it like that
Preston, how did this go for you? I am seriously considering swapping in a fresh built 98 GT 4.6 with the PI heads into my S197. Will be even better than a 3v possibly and easier than Coyote swap, with that awesome 2v sound! How much did getting the heads and intake cost you? Also how do you like it? :)
@@tomstamatakos8027 build went great. I only did cams because it already had pi heads. It’s actually supercharged now but I love it. Sounds great and makes plenty of power!
@@prestonsarlo Wow thats awesome for sure, good to hear she's really rocking for you! With FI I'm guessing you are pushing 500whp on the stock bottom end. Crazy cool :) I'm just hoping to have a 300whp/300wtq daily driver that can still pull 25mpg highway. Seems totally doable with these NPI long block/PI head builds!
I have a 2003 mustang GT! Obviously, the PI version! I always felt cheated by Ford because of what little effort it takes to get over the 300 rear wheel horsepower mark on these cars. I would’ve had no problem paying $5000 more for my 03 GT if it would’ve came with 325 hp with a decent set of cams in it, factory headers, bigger, throttlebody, and better performing upper and lower intake manifolds
I have a 98 Mustang GT California scatpack. Pushing 517 hp. Dynoed. Naturally aspirated. It’s a 4.6 modular. Engine is fully rebuilt with lots of upgrades and bolt ons. Shelby motor sports tuned it and now I’m upgrading the body, since it’s all stock. Next will be axle, tranny and differential. It barely hangs in there now. Lots of money in it and still more coming in. I plan to have it done within 10 years. But I still want it to stay street legal. I should add that if anyone is adding PI heads, you will need to upgrade your cams, valve springs and flex plate! Also get a tuner.
Im not even a FORD guy, but I'll watch anything from Richard...
That's the spirit-thnx for being first!
I would watch richard put a cold air intake and cat delete on a honda motor lol
@@buiItnotbought i wouldn't go that far....lol
@@buiItnotbought lol
@@HioSSilver1999 LMFAO
Nice to see some info on these old 2 valve engines. Shame Ford didn't put this kinda effort into them from the factory. They were great engines, just a bit anemic.
they made them that way so they last much longer then anything else. I still say the 4.6 is just two 2.3 4cly engines put together at the crank, that would explain why they have so much low end torque. Could have made it make more hp but they didn't want to risk the extra stress when they just wanted something that would last.
@@maxskullic9879 they make alot of low end torque from the extremely long intake manifold runners and the stroke length, its pretty easy to make em rev to 7 grand with a trick flow top end kit and cams
@@chrishansen7004 honestly they weren't bad for the displacement for their time people kind of expect a little too much from them imo. They can make every bit as much power or more as the old 5 liter engines did with less displacement and they aren't lacking on torque. They're good engines for what they are.
I liked the "triton" in the 97 f150, seemed to output considerably more torque than the 96 grand marquis I had
@@midnight347 Not to mention, they have factory oem options to swap induction, and more importantly, heads that flow 230+cfm untouched. On 281 cubes, thats gonna be a healthy combo.
Never forget that the 2v sounds damn good too. Just as important kids
Amen to that. Grandfather bought a 97 4.6 brand new as well as a 2004 5.4 brand new. Put the same flowmasters on each truck and the 4.6 sounds so much better.
Appreciate the dyno charts, they provide a lot more insight than just peak numbers. Great vid 👍
@ Four Eyes any new content on the way . 🙏🏾
The 2V was introduced in 1991 in the Lincoln Town car. It was carried on in the E series chassis until 2014
I had a 93' Lincoln Town Car with the 4.6L DOHC. That thing was awesome. For a heavy ass car when you hit the gas she went.
@@Lookin4LoveInAllTheWrongPlaces no yo didn’t, it was either a Continental or mark 8 if it had the 32v dohc..
@@NewEdgeDesigns imagine a town car with an Aviator swap tho 😎
that would be pretty kick ass.
I remember the 4.6 in a Crown Vicky was a smooth peppy little engine, but these mods really make it come to life. Especially for a light weight Mustang
97 f150 4.6 owner here first thing I did was bought a 5.4 pi motor and tear it apart and put nonpi pistons in it!
The 4.6 2v is a golden engine. Even with 14:1 compression they run for ever and ever and ever lol. They never lose compression or power as long as you do your maintenance. Only gotta worry about the timing components. Do them ever 120k and youre good to go! They always get decent mpg even when built. I love this engine
My 04 f-150 with a 4.6L just hit 120k. What do you mean about the timing components and what would I look for?
@@basicallyjayden1 No need for doing mods. Hopefully you let her be. That truck will give you a lifelong life of service.
Mine just hit 70k miles lol I had to have the engine rebuilt because it blew both headgaskets. And it's stock lol, very smooth running engine compared to my geo metro 3 cylinder
@@basicallyjayden1 I got a 07 4.6 thing never had a issue and refuses to give up 🔥
@@basicallyjayden1 Ive never had any timing issues. Only lasher ticks on old 2vs. Dont worry much unless you see material in your oil when changing. Plenty of stock timing components out there with 300k miles
Brother, I want you to know... Back in the day when you did this series I became your biggest fan! I built many 2V's and I love them.. We now have a 2V with a Carb and N20 in a 96 GT running low 5's in the 1/8 and high 8's in the 1/4... To my knowledge... I don't think anyone has ran faster on N20... Bad new is we are tapped out... At 304" the amount of Nitrous we are spraying will back up in the manifold and make a cool cloud above the Carb while going down the track!!!
Richard would you Autograph my 4.6 book that you wrote if I send it to ya?
Fogger systems in order
Put a blower on it to shove it in?
LOL
Tim Matherly from MV Performance used to fly (8's in 1/4) with stock cast crank, pistons and rod topped off with those Trick Flow Heads. That is the secret.
His car had a street blower and five speed at that and was heavy.
Pretty impressive.
The 2v is the most underestimated motor ever.
@@lifewithanxietyeveryday5897 while it has its issues... I agree with you! They are everywhere in wrecking yards and can be built up to Coyote type performance pretty easy... I have personally made over 2hp per ci ( 304" ) NA with a 2V and over 4 digit power on N20...
Richard
A lot of us young guys are into these modular motors because the cars they're in are fairly old and cheap to get nowadays. That being said, I would love to see more videos on them. Possibly budget builds, street builds, different head/cam/intake combinations. It would be cool to see how much money makes what kind of power with these engines, and at what point does boost and power adders make more sense than a hot N/A build.
boost, say turbo will always be more cost effective, i say full build tho always..lol
Buy a 95 truck 351w! Heads can, intake and ur a hero! Mod motors cost to much to modify!@ a 351w, heads, cam, intake and ride!!
Thanks for doing stuff besides small/big block and LS chevy's. Great engines but it gets kinda boring doing them over and over.
An awesome motor is an awesome motor. I don't care about brand. Show us a Honda K Series! I'd put that engine in anything. They can make such insane power and the mods are endless.
Agreed. I'm usually a Chevy guy, but I've owned 4 Crown Vics, including 2 right now. I needed this, desperately.
Kinda shocked the hp and torque increase on the non pi head with just cams and bolt ons, thanks a bunch for the video rich🤘
Kudos for giving the old NPI stuff props. I payed $1300 for my 1996 GT auto. It went high 13s with very very few mods and on stock gears. There's a whole lot of fun to be had for cheap.
I know this is old, but what mods did you do? I have a 96 GTS auto. Got it for pretty cheap as well. Beat up daily driver for me. Brought it to the strip and pretty sure it did low 15's. But gotta pull my old timeslips out.
@@marcludwick512 First mods i did that woke it up tremendously was a 99+ PI intake manifold and matching PI cams. I sourced these from a wrecked 2011crown vic. Only other bolt ons were a 70mm tb and a short ram cold air which probably add zero hp and a 3 inch x pipe which is probably overkill for a 2v but sounds wicked.
For an auto trans, i reccommend jmodding it so it goes for a long time. J modding keeps the trans healthly by firming/quickening up the shifts. It may seem scary to dive into a trans but its pretty easily if you follow along a vid of someone doing it. It ca be done in the car and i would get done sooner rather than later. If youre really looking to impove ET's and have the money, a converter while youre performing the jmod would be a huge impovmemt.( Ive gone 12s spraying on a stock converter so not a "must" but its great for a NA car trying to get a good 60 foot).
Only suspension goodies it has is upper and lower control arms in the rear, removed the front sway bar, fresh 90/10 front and 50/50rear shocks and installed a good set of MH tires.
It ran low 14s high 13s regularly here in Iowa at Humbolt County. Pretty average DA driving an hour to the track n back.
Weight reduction is really helpful too. I got my 96 Gt weighing about 3200lbs with me in it so its got a good 200lbs+ removed from it while staying mostly full interior.
@@madmod Ok, thanks. For the PI you just did intake and cams? What did you take out for weight reduction?
@@marcludwick512 Yep. Npi heads and bottom end, pi cams and intake. Weight reduction was a ton of small stuff, ac delete, front sway bar, gutted trunk, no rear seats or trunk panel. Manual seat slider and lightweight seat, catless x pipe with dumps rather than the 6 cat midpipe and stockexhaust. It adds up quick
Thanks for giving the 2V mod motors some love! Build one up and hit it with 30+ boost. (Turbo Baby)...TEA has a ported Trick Flow head you can use.. DO IT.. Love the vids btw..
Check out Andrew Lavander (spelling?). He's running 8.0s and trying to break into the 7s.
I tested the TFS heads-they work well-better than ported stock heads
Through a Turb on it now!
Richard Holdener tf heads are so $$$$ expensive😖
Thank you for covering us all. We always get the BS campfire stories, I'm glad you're going to test everything sir.
Even the Ford guys are getting love. Awesome man!!
2 valve love finally.Have a 98 pi swap with bullit intake and it scoots for what it is and now I know why it's pushing a lot more then what I thought it was
Amen bro, build that 2v, next step is a stroker forged internals n boost..
This gives me so much hope for my new edge. I've got to figure out how to do heads, can and timing. I literally bought this car to figure out how to do that. We will see how bad I mess it up. Your videos rock ,👍 please keep them coming.
Just throw a kenne belle 2.1 on it, skip all the nonsense, the pricing is negligible…
I have a 97 4.6 tbird that I plan on doing these very upgrades to. Plus 4:11s, a racing torque converter and posi traction. It’s going to be a fun sleeper.
I’ll more than likely mod a 2v but damn do they sound pretty rad in a mustang with flowmasters.
Ford put OHC but used 2V only, just like a pushrod motor but with a taller head. they should've at least tried to go 3 valve.
effective areas of differing valve quantities as proportion of cylinder bore.
2 valves = valves are 50% of cylinder bore area
3V = 64%
4V = 68%
@@sepg5084 They did the 3 and 4v later on, gotta remember these debuted in the Town Car, they weren't meant to rev high or make big power.
Sep G Even in 99-2000 they made a 4V cobra. Then the terminator cobras from 03-04 were also 4V with a supercharger. 05-10 were also 3v’s on all gt’s.
Carson Rasnic cobras had the 4v since 1996
Even with stock exhaust 2 valves sound amazing.
I absolutely love stage build and comparison videos like this!
Would be cool to see what the 3v and 4v 4.6 combos can do as well, doesnt look the power is great but it has solid torque for its size, maybe even a 4.6 vs a 4.8 shootout
I have pretty much that same build sitting on my engine stand and need to quit slacking and drop it in my stang. This is the motivation I needed to see.
ger er done!
amazing motor. very underrated motor. 281ci cranking out over 400 hp very nice
Very much so! You've got to think, back in the day, the Ford top of the mill 289 made, what, 306 after Shelby got done with it? A regular mill 289 made, what 270 or so? That has to mean something right? I love the damn 2V 4.6's!!
@@TheVenom8343 I believe the old gt40 ran off a similar block and the drivers wanted mo powa bby so they finally went to big block but gotta love a small v8 outrunning some of the newer tech
@@TheVenom8343 I also love the 4.6/5.4 2v's!! Everyone dogs them out and believes that they are gutless turds....
That's one of the reasons why I love em. I love the underdog! And the look on their faces when you tell them that they got outrun by a 4 6 2v😏..
And they are bullet proof! I've personally seen dozens of them with 500k+ miles on unopened ones, and one with a little over 760k miles with no smoke or rattles! I own a 98 Mustang GT 4.6 2v with 520k original miles and never had a valve cover off. And it starts every time I turn the key, and it's never left me beside the road..
@@robinesavage404 the reliability is Awesome, but I've Always disliked mine when it came to making power(and the pathetic TR3650 trans). I kept it stock for YEARS until I swapped it out(the aftermarket was poor and Fast examples were far and Very Few... especially for the money). It has it's horrible stigma for a reason.
@@TheVenom8343 The race prepped 289 FIA Cobra and Daytona racers were the closest analog to what Richard built for this test, they made 385 HP in endurance trim.
Nice results. It would be interesting to see a 2V with the trick flow 2V heads.
If it's the whole top end kit from trick flow it's supposed to give you a total of 340 horsepower or maybe a little bit more
Now 4.6 dohc and the various heads b vs c etc.
Are we talk about 2 vavle or 4 vavle . Cause that car that I'm aware of making 2500hp is a 4 vavle
@@Spad68 most definitely not referring to a 2v they're either non pi, pi, or tricflow. 4v is b-db heads
03/04 heads for street and anything below 8000 rpm, the dual runner b heads are better above 8000 but the later c heads still make good power up there too
@@trevorvaughn5562 agree. only reason to use b heads in any street car is to save money. the c heads are better in every way for a street car.
You're the modern-day David Vizard! I'm no Ford guy at all but I enjoy this content and find it interesting.
Your videos are so simple and strait forward and to the point....info dense keep up the good work
Love your channel. I miss my mm and ff. I read them every night. My kidneys quit in 2009 and my eye site got bad because of it so I can’t read my mags but your videos make up for it.
I read these tests in the original articles 15 years ago as a loyal MMFF reader, thanks Richard
My 2010 Ford F-150 Single Cab/Short Bed truck have a 4.6 2 v engine... It still drives like new...
I love it...
I love the 4.6. Have one in my 96 Tbird. PI head swap with 262 cams, longtubes, and a tune. Dyno'd a touch over 300 to the ground. Recently got an SVO supercharger so working on fitting that up next.
How’d it turn out? I have a 97 Tbird
SVTBird96 did the head studs from the old non-PI heads work on your head swap? Im wanting to put a Non-PI bottom end in my 2002 GT when the engine gives way. Get those compression numbers up with my stock PI heads, cam, and a tune. Thoughts?
@@obran003 better if you get an aluminum 4v engine if youre really after a compression bump. Iirc 4v pistons with a PI combustion chamber will get you to around 13:1. Youll have to notch the pistons in the 4v so theres no collision though. Plus the aluminum block saves 80lb out the nose of the car.
But yes ARP head studs for the PI and NPI are the same. At least from what I have seen.
@@svtbird9613 so the aluminum 4v bottom end, with the 2v PI heads?? I was thinking a full aluminum DOHC 4v swap in my Grand Marquis, but if this is correct, I'll just do an Aviator block and pistons
@@yeanah2571 Im not sure about the Aviators but internals but Id recommend using the complete long block. 4vs flow WAY better than 2vs. I just stick with 2vs cause Im weird.
channel is getting better and better dude. when you mention a supplier have you thought about calling them and setting up affiliate links if there interested. even if you link their website and get them a traffic bump they might hook you up with some gear to do more testing. It would be super ace to get advertised flow data for heads and see how that translates on the dyno. The content you making from mining old data is ace. can't wait to see what you can do when you get the rev stream you deserve.
I'm buying a f150 with the 4.6 and looking to squeeze some more power out of it eventually. This video is a huge help
I tried real hard to watch this video but I took a shot every time you said P.I. and now I'm in a coma
I just need to add cams to my set up! That's It! I got a special spot in my heart for the 2V.. Good Dependable motor
2v needs more cowbell!
The pi heads on the non pi bottom end worked way better than I expected it would, those 4.6 motors have a reputation for being terrible to modify for power.
Thats a nice police interceptor set up.
or Town Car
step 1: remove 4.6
step 2: install LS
LOL j/k. Cool to see something different than LS stuff Richard.
Litterly what im doing with my 02 gt getting my built lq4 6.0
don't get me wrong the coyote is a very capable engine and in some ways better than the LS stuff but usually it comes down to cost and you just can't beat the LS for dollar per HP.
@@jessemurray1757 exactly right. Thr cost of a coyote is insane
Chris Will You want to know how I know you’re gay?
Guys are going mid 8s with 2v. Cobra crank rods and pistons
Love these posts but it would nice to see the engine dyno runs to augment your findings.
I'm so happy to see someone build one of these, I have one of these non pi 2v engine and a set of 04 heads, I just don't have the car any more
What year is the 4.6 from? Are those heads a 2 valve? Thanks in advance
@@ariczacari out of A 96 mustang GT, the spare set of heads are out of an 02 GT
@@tashawegmueller1866 did you do the head swap yourself? what issues did you run into that aren't recorded?
@@obran003 I have not touched the engine it was a swap that never happened, so it'd just a complete engine and a bare set of PI heads
Not a Ford guy but I always find stuff like this interesting. Thanks
Love the video man!! Fan of all your videos but I'm starting a build with the 2v non-pi block an eventually forced induction but your videos give me a clear view of what to expect an tips for everything else! Keep it up Man great work!!
GOOD LUCK
Would be cool to see what the DOHC heads from Lincoln mark viii? was it will do
4v swapping the engine is hard because there is a big drop in compression. You’d be better off just buying a complete 4v engine
@@canadianrcs9931 Correct, you have to change so many parts you're just better off getting the whole thing. I did my homework back in the day and did a 4V swap on my 1996 GT with a Mark VIII engine.
Coworker of mine sold his Mark VIII LSC for 1500 last year, I should have bought it.
@@canadianrcs9931 In the case of a full 4v engine swap, are there any adaptations necessary in terms of engine mounts and other things such as accessories (A/C compressor, water/oil pump, pulley, etc)? Or the underside of both are identical in that aspect?
@@Roddy_Zeh there is a difference, there's coolant plumbing right in front of the alternator on a 4v that's not present on a 2v.
That's amazing. Knocking on the 100hp/L door. Imagine how much fun running an SN95 would be with that kind of stealth setup...
02' Mustang GT with , 2v 4.6, 5 speed. Did : Vortech S Trim, Intercooler, 42lb injectors, long tube BBK's, high flow cats, Flow masters, steeda springs, lower 1" , Tokiko Struts/shocks, Steeda front/rear sway bars, Cobra Brakes, Sub frame connectors to tighten the convertible chassis, competetion shifter and clutch. Pre work dyno=220 hp @ rear wheels, Post modifications Dyno= 399.2 rear wheel hp, 385 lb torque. Woke it up. Bad Ass "BadHorsi". Still driving it hard 18 years later. Love it. About to put new paint and new Lemans Gold Metallic stripes. Love this car/engine.
I'm a older Ford guy and enjoy watching Richard's videos! I'm building a Mustang 1994 with a 1994 Mark 4.6 4 valve. I want to put 2 turbo's on it. What can I do to keep it simple.
Rich, I am a subscriber. And you make quality videos. But I feel the information you present can be misleading to viewers without a mechanical background. Your engines may make real power and run a few times on the dyno. But while they hold on for those few runs, there is something us engineers call stress fatigue acting on all the stock components over the many life cycles an engine must go through on a daily basis. Most of us 2V guys use them as daily drivers. I'd be very surprised to see a high mileage 2V with the mods you showcase in your videos to be anywhere near reliable or even safe for the road. Racing applications are a different story. Great videos keep them coming 👍
Those numbers on the stock ‘98 are pretty good for 20 years of use
Everything is something you learn from Richard that's what I like about him and his very clear on how speaks.
Finally some FORD videos!!!!! Can’t wait to see more ,,, did you ever mess with any 4v 4.6? Lincoln mark 8 setups ?? Your tha MAN!
lots of 4V testing
Its the mark 7 not the mark 8
Appreciate the reply!
No it’s the Mark 8 or mark vlll as they put it ,, 1993-1998 4.6 dohc 4v per cylinder, basically same engine as 96+ cobra mustang but technically Lincoln MARK8 had it first (1993) and the cobras got it in 96,, don’t believe me do the research buddy
Your right chris cantrell. Just really getting into ford after being a chevy guy for years. Just bought a 07 crown vic p71 and was thinking about a 4v head swap. was really wondering if it will still fit in the engine bay i havent looked to hard but isnt the frame and steering arm kinda close to the 2v heads already. Not sure if 4v heads are bigger or not as far as the dimensions go. But thats fantasy talk really as im sure it would cost many thousands to spec it out properly like i would
I’d like to see the same mods added to a 5.4 2v and see the results.
I had a 96 gt with ported 99 heads. 99 intake and cam with a 150 shot. ran good.
I wonder how much vacuum that cammed NPI combo pulled at WOT with the stock intake manifold. Id bet its atrocious. A pi intake manifold would have changed that combo dramatically.
I'm thinking about a rebuild like this for my '95 Town Car! Hot Rod Lincoln lives! 🤣🤣🤣🤣
Vincent Enk lol you redo the town car and I’ll redo my Lincoln LS. Really would put the truth back into hot rod Lincoln’s lol
@@bigbrick4245 OMG that build in an Lincoln LS would be one helluva sleeper WOW!
I am a Ford guy, so thanks for making this vid!!👍👍👍 Although, I will say that the 4.6L 2 valve is a pretty anemic engine. 4 valve, supercharged Terminator ftw!!
I bolted on a used vortech v3 kit with lightning MAF and injectors and a kennebell boost-a-pump for $1500 and that puts me over the stock Terminator RWHP. thats without an intercooler. I can Add an intercooler and a pulley swap and get close to 500rwhp. best of all i can drive it without getting into boost and get the factory or better MPG.
Had a 2000 GT 5sp. 100 wet shot with exhaust and 373 gear went 7.8 in 8th lol man those were fun days.
Richard is the man! This dude is more than a wealth of knowledge, he's a badass with all that Ninja warrior course in his backyard.
My first mustang was 98 gt 15 years ago so I have a soft spot for 2v
My first cars in order 95’ grand marquis gs 98’ grand marquis and a ‘02 mustang GT auto which was a turd but I feel you on the soft spot for these engines lol
Please more videos on the v2 4.6
Yes please
Actually glad I have non pi now. When I get the time/money I'll rebuild and swap. Good info!
Best video on the 4.6 I've ever seen...hell this might be one of the best vids I've ever seen period 🔥
Appreciate that
Thanks for the mod motor 4.6 info!!! Good stuff!!
Great video Richard ,give me motivation to work in my 2v , more videos like this👍
Pi did not come out in the crown Victorias until 2001 ...I have a great late non pi engine, a set of pi heads & an Aed m90 Eaton supercharger .... Problem is money spent will not get me the HP gain I want & an lsa swap is cheaper to do in my Ford. The overhead cam timing chains are the weakest link in this engine. LSA or hellcat hemi are the cheapest way to break the 600 hp barrier.
Really early 4.6 motors (Pre Feb 1992) still had the Windsor bellhousing.
I heard PI and at first I thought it stood for "Police Interceptor".
😂
@@Dontfearthereaper001 we all did in the beginning
I really love your videos and enjoy information you give. I have a really interesting idea as a test to do. 3 absolutely identical engine builds, ideally with freshly machined blocks, and all identical parts. The test would be putting old rumors to bed. I've heard several people over the years say things like "I've built engines and never used a torque wrench and never had an issue" or "you've always gotta use a torque wrench and torque sequence" the thought is on each build same parts same build but different torque methods on all fasteners. Torque wrench, impact gun, and feeling it with traditional hand tools. I know it would be EXPENSIVE to set up but itd be really interesting to see the dyno results, and if you could do some long term running engine durability.
Get your NPI heads ported and install a set of flat top pistons... Better flow, more compression, less money. 👍
I remember reading all those MMFF articles, and I believe a book you put out on them as well.
Speaking of Ford OHC engines, today is 4/27, National SOHC Day
Richard, you have no idea how many times I have referenced this video! I have a ‘98 GT and I’m currently looking to make the cheapest 12 second car. Got the cat-less H pipe and long tube headers, PI heads with 81k miles (very good condition), PI Intake, and I’m looking at getting a set of Comp Cams that are just slightly smaller than the ones used in the video. For my guy to install it all, combined with the price of the parts… looking at just over $3,000. I got a lot of great deals on my parts, but still, this thing will put down 400hp for essentially nothing in price! I’ll be back with updates
add a cheap nitrous kit-then you are easy 12s. maybe 11s
Freaking sweet you did a video on the 2v
The 4.6l is definitely one of the best sounding mustang engines. Hence since I was a kid, I've dreamed of owning a terminator or putting a terminator engine in a classic mustang.
🆕️ Boy you could really put some coyotes in their place with that combination, nice job! 👍
This was cool, want to see more sohc stuff. Wonder how the 6.2 sohc truck motor would sound in a new edge compared to a 4.6, 5.4 & the new 7.3. Power is great but driving experience means more to me for a street machine. Would love to swap my tired 4.6 for more cubes but if it doesn't sound as good then I'll just stick with the 281. :)
Swap a 5.4 2v bottom end and bore it out to. 5.8 and give it some good compression and a trickflow top end kit it'll make some damn good power and sound ungodly. Pretty easy swap too it's basically a bigger 4.6.
Would love to see the trick flow heads on this block
I run TF heads on my 5.4 2V. A 3.4 Whipple spinning as slow as I can make it puts out 620 on a chassis dyno. The 2V is a great platform
I have a fully forged bottom end with blower cams ready for install. Heads were cleaned up with new seals. No porting. I’ll be throwing on a Vortech V3 with a 3.15 pulley with a 10% overdrive lower and long tube headers. Can’t wait to see the numbers at the wheels.
Okay, definitely getting a later year town car and making a fire sleeper out of it now 😂
great info for crown vic guys.
Hey Richard, a little off topic but it would be cool to see a test of different exhaust sizes after the collector on an NA setup just to see if the bigger you go the more power or if you start to loose exhaust scavenging
yes, bigger is better.. Don't believe the back pressure idiot crap..lol
Was just about to do this exact build for mi 2001 expidition no nitrous tow rig for my car always good info very helpful to see results of the intended build thanks again lil bit
build your 2v bro, or 4v, whatever your truck has..
I remember doing all these same modifications and alot more on all these modular Engines sohc & dohc when I had my Dyno. Fun times...👍
I'd like to see how much power you can get out of a 2V 5.4L Lightning engine with all the boost.
I had an old 2v. 5.4 in my Z for several years eventually blew it after 2 years of +25lbs. It now has a 5.4 with ported 2v navi heads. Also rebuilding my 4.6 romeo in my work truck with the 5.4 2v heads and a victor intake
Really the 5.4 2v heads fit onto the 4.6 2v really,, wonder if the 5.4 3v crank would fit on the 4.6 as a stoker.. because most of the mod motors are the same parts for the 2v, 3v, 4v engines
@Ford Fanatic Modular motors can support massive amounts of power...Its what's powering the the record setting Ford GT sanding mile car.
@@nuttynut54 the 4.6 and 5.4 are the same block with the 5.4 having a longer stroke(taller deck). Most all 4.6 2 v stuff will fit on the 5.4. Except the intake ive got adaptor plates on all my 5.4s to fit the intakes. There are zero 5.4 2v intakes that are worth the money. Build a custom one or just use the OE truck or 4.6 intakes with the plates. Think i paid 100 bucks a set for the adaptor plates when i got them.
@@nuttynut54 if u use the 5.4 crank in a 4.6 ull have to measure rod length pr youll slam the piston into the head due to the longer stroke
Great video! Just curious, what was the static compression ratio after the head swap and what octane fuel was used for testing?
The best junkyard 4.6 combo is the Lincoln Mark VIII short block with a PI top end.
I'd really like to see you do a test of the Trick-Flow 2v heads with Trick-Flow cams and Modular Head Shop's Trick-Flow specific cams. From what MHS says, Trick-Flow's cams aren't designed for their heads. It would be really interesting to see it tested.
the trick flow heads work with any cam
@@richardholdener1727
ruclips.net/video/8o9B36XRFjE/видео.html
@@richardholdener1727
Did you watch the video where it's proven they aren't correctly designed for the heads? I'd love to hear your thoughts on what was shown.
Richard please do some testing on the 4 valve 4.6 motors. id love to see a comparison between the 2v vs the 4v versions of this engine.
40-60hp bro..
@@P71ScrewHead ...yeah stock. I mean in terms of horse power potential when modding the engines.
@@cleophusmcgillicutti7408 depends on the internals it comes with.. But the 4v will always make more hp.. Still would be a nice comparo.. When it comes to cost tho the 2v wins, costs less to build n less parts to funk up.. I prefer the 2v..
great to see the full powercurve and show how while it makes 140hp from 260 it really doesn't lose any low end hp or torque, all good to say the peak number but if it takes you a lifetime to get there its no fun
Just put flat top forged pistons in the PI. That raises the compression
What about the pi version
Will I see big power gains on my PI motor in my '04 P71?
I like my procharged 2V. Makes 440w easily.
Full pi swapp with procharrger?
@@danielgadd2280 PI engine. Comp cams, long tubes, 12lbs.
I'm going to need a new engine for my 2000 Mercury Grand Marquis with 270k, I drive 250 to 300 miles a day 4 days a week working for a dental lab. I'm disabled with a bad back so I need help doing any work on my car and I don't make much money. My hope is to build a 4.6 2v on a stand with the intent of 350hp but built for hard driving and high speed burst. Then when the engine in it goes I'll have something much better to go back in... I say I hope because without hitting some very good luck, I don't think I'm going to have the money before the current engine blows up! (and don't get me started on a transmission) Maybe I can find a engine builder that needs long term testing done on a engine or something similar. I know making 200$ a week and not being able to save money to do even basic repairs makes my dream of having a Great Engine in my car is just that, a dream.
These videos are great information and always drive home the point of airflow = HP!
4.6L northstar V8 I want to see what you can do with that cause not many know
I got a northstar car 2002 deville that thing pulls pretty good when you let it rev out its a shame that most of them are lemons
Noah P it’s not really that they are lemons 🍋 it’s just not a lot of people know how to take care of them and they treat them like Hondas or beater cars when they’re not designed to be driven like that unless you put the money down to make it like that
Doing this exact build right now 😂
Preston, how did this go for you? I am seriously considering swapping in a fresh built 98 GT 4.6 with the PI heads into my S197. Will be even better than a 3v possibly and easier than Coyote swap, with that awesome 2v sound! How much did getting the heads and intake cost you? Also how do you like it? :)
@@tomstamatakos8027 build went great. I only did cams because it already had pi heads. It’s actually supercharged now but I love it. Sounds great and makes plenty of power!
@@prestonsarlo Wow thats awesome for sure, good to hear she's really rocking for you! With FI I'm guessing you are pushing 500whp on the stock bottom end. Crazy cool :)
I'm just hoping to have a 300whp/300wtq daily driver that can still pull 25mpg highway. Seems totally doable with these NPI long block/PI head builds!
@@tomstamatakos8027 yeah you can do it. Good luck with the build!
I have a 2003 mustang GT! Obviously, the PI version! I always felt cheated by Ford because of what little effort it takes to get over the 300 rear wheel horsepower mark on these cars. I would’ve had no problem paying $5000 more for my 03 GT if it would’ve came with 325 hp with a decent set of cams in it, factory headers, bigger, throttlebody, and better performing upper and lower intake manifolds
I have a 98 Mustang GT California scatpack. Pushing 517 hp. Dynoed. Naturally aspirated. It’s a 4.6 modular. Engine is fully rebuilt with lots of upgrades and bolt ons. Shelby motor sports tuned it and now I’m upgrading the body, since it’s all stock. Next will be axle, tranny and differential. It barely hangs in there now. Lots of money in it and still more coming in. I plan to have it done within 10 years. But I still want it to stay street legal. I should add that if anyone is adding PI heads, you will need to upgrade your cams, valve springs and flex plate! Also get a tuner.
a 98 4.6L non-PI that makes 517 hp NA?